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ECD Auto Design Unleashes ‘67 Ghost — The First in a New Line of Bespoke Custom Mustangs

ECD Auto Design Unleashes ‘67 Ghost — The First in a New Line of Bespoke Custom Mustangs

Yahoo21-05-2025
This debut Fastback ignites a new era of one-of-one Mustangs — custom-built by ECD, powered by Roush-engineered Small Block Ford V8s, and handcrafted to deliver heritage performance with modern-day refinement.KISSIMMEE, Fla., May 21, 2025 (GLOBE NEWSWIRE) -- ECD Automotive Design (NASDAQ: ECDA), the world's leading builder of reimagined classic Land Rovers and Jaguars, proudly reveals Project '67 Ghost, a fully bespoke 1967 Mustang Fastback — and the first Mustang built entirely in-house by ECD. More than a one-off commission, this vehicle marks the launch of ECD's new Mustang program, offering made-to-order builds across 1965–1970 model years with authentic powertrains, heritage styling, and modern drivability.
View images and of Project '67 Ghost
Built on the same foundation that has made ECD the global leader in luxury custom restoration, the Mustang program brings the company's signature client-driven, one-of-one experience to a new chapter of American muscle. Each vehicle is handcrafted in Florida through a collaborative design journey — allowing clients to define every detail, from performance to aesthetics.
While many restomod builders lean on EV conversions or modern crate engines, ECD has partnered exclusively with Roush Performance to deliver something more meaningful: upgraded Small Block Ford V8s that honor the soul of the original car while elevating reliability and responsiveness.
'This is the beginning of what we're calling a Mustang stampede,' said Scott Wallace, CEO of ECD Automotive Design. ''67 Ghost represents the next evolution of what ECD stands for — one-of-one personalization, authentic powertrains, and best-in-class craftsmanship. Our partnership with Roush lets us preserve the Mustang's identity while enhancing it in ways no one else is doing.'
Under the hood, '67 Ghost features a 465-horsepower ROUSH 347 IR V8, purpose-built to balance raw character with everyday usability. The vehicle rides on a Roadster Shop RS Spec chassis, giving it the best of both worlds: responsive handling and confident power, with the comfort and refinement of a modern cruiser.
Finished in High Gloss Mineral White with Santorini Black Metallic rally stripes, the exterior draws from classic Mustang lineage, elevated with ECD's precise detailing. Inside, heated Recaro seats in black leather with tan diamond-stitched inserts pair with a brushed aluminum dash, All American gauges, and a Grant Classic steering wheel to deliver both nostalgia and tactile drama. Modern technology is seamlessly integrated, including Apple CarPlay, JBL premium audio, and a remote start.
'We're not chasing trends — we're building timeless machines,' said Elliot Humble, CTO of ECD. 'While others are dropping in off-the-shelf modern drivetrains, we've partnered with Roush to deliver brand-new, performance-built V8s based on the legendary Ford small block architecture. Paired with the RS Spec chassis, the result is a Mustang that's thrilling to drive and remarkably refined — the kind of car you enjoy every day, not just on weekends.'
With multiple commissions already in progress — including builds inspired by Shelby GT350s, Boss 427s, and Mach 1 silhouettes — ECD's Mustang program is set to redefine what classic American muscle can be: bold, beautiful, and built entirely around the individual.
Vehicle Highlights: '67 Ghost
Model: 1967 Mustang Fastback
Name: '67 Ghost
Engine: 465-HP ROUSH 347 IR Small Block Ford V8
Paint: High Gloss Mineral White with Gloss Santorini Black Metallic Rally Stripes
Chassis: Roadster Shop RS Spec with Adjustable RS SV Fox Coilovers
Brakes: 11" Drilled & Slotted Rotors, 4-Piston Red Calipers
Wheels: 17' Rambler Chrome Wheels on Nitto NT555 Tires
Interior: Heated Recaro Seats in Black Leather with Tan Double Diamond Inserts; Sport II Console; Grant Classic Steering Wheel; Brushed Aluminum Dash
Technology: Apple CarPlay, JBL Premium Audio with Subwoofer, Remote Start, USB Ports, Automatic Headlights
Hood: Vented Hood with Turn Signals
About ECD Auto DesignECD, a public company trading under ECDA on the Nasdaq, is a creator of restored luxury vehicles that combines classic beauty with modern performance. Currently, ECD restores Land Rovers Series, Land Rover Series IIA, the Range Rover Classic, Jaguar E-Type, Ford Mustang, Toyota FJ, and highly specialized vehicles from its Boutique Studio. Each vehicle produced by ECD is fully bespoke, a one-off that is designed by the client through an immersive luxury design experience and hand-built from the ground up in 2,200 hours by master-certified Automotive Service Excellence ('ASE') craftsmen. The company was founded in 2013 by three British 'gear heads' whose passion for classic vehicles is the driving force behind exceptionally high standards for quality, custom luxury vehicles. ECD's global headquarters, is a 100,000-square-foot facility located in Kissimmee, Florida that is home to 105 talented and dedicated employees that hold combined 80 ASE and five master level certifications. ECD has an affiliated logistics center in the U.K. where its seven employees work to source and transport 25-year-old work vehicles back to the U.S. for restoration. For more information, visit www.ecdautodesign.com.
Media Contact: Kevin KastnerChief Revenue Officerkastnerk@ecdautodesign.com407-738-1056
A photo accompanying this announcement is available at https://www.globenewswire.com/NewsRoom/AttachmentNg/ec602fb5-f69b-4851-8a90-9cd2d1c0f7a2
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How the Plymouth Barracuda Became a Mopar Muscle Car Legend
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If you ask your average gearhead what the original pony car is, they'll likely point to the Mustang. Ford introduced its groundbreaking two-door to the general public at the New York World's Fair on April 17, 1964, and it was an immediate success. Sporting a long hood, short rear deck, and air of European sophistication, the Mustang would become the segment's standard-bearer. But the first pony car out of the corral was actually a Mopar. The Plymouth Barracuda, debuting before the Mustang in 1964, evolved from a Valiant-based model to a muscle car icon. Its high-performance era peaked with the third-generation 'Cuda, featuring potent V-8s. Today, these models, especially the Hemi 'Cuda, are highly coveted collectibles. This summary was generated by AI using content from this MotorTrend article Read Next Although the Barracuda would later go one to become an icon of muscle car design and performance, its origins are even humbler than Ford's Falcon-based 2+2. Unveiled on April 1, 1964, the Barracuda was Plymouth's attempt to launch a preemptive strike against Ford's upcoming sporty compact. Using a similar development tactic to keep costs down and fast-track the model into production, designers turned their attention to the Valiant, Plymouth's unassuming A-Body-based economy car, for the new model's foundation and injected some youthful exuberance into the proceedings by way of a fastback roofline and a newly available small-block V-8. The Barracuda ultimately didn't take the world by storm in the way that the Mustang did, but Plymouth's pony car did manage to leave an indelible mark on automotive history during its 10-year production run. High-Performance Makeover The '64 Barracuda did little to hide its Valiant underpinnings. Not only did it share its wheelbase and powertrain options, along with most of its bodywork and glass, but the fastback also even wore the Valiant's 'V' badge on its rear deck. Nevertheless, the Barracuda's performance intentions were cause for celebration. MotorTrend put Plymouth's new sporty compact on the cover for our May '64 issue, consigning the Mustang to a small blurb in the corner. The 1964 Barracuda's base 170-cubic-inch, 101-hp inline-six didn't get hearts racing, and the optional 145-hp 225-cubic-inch version of Mopar's slant-six didn't do much to move the needle, either, but Chrysler's all-new, 273-cubic-inch V-8 showed promise. While the small-block's 180 hp was quickly eclipsed by Ford's new 289-cubic-inch small-block V-8, the Barracuda's available A-833 four-speed manual transmission with a Hurst shift linkage gave performance enthusiasts something to get excited about. A three-speed TorqueFlite automatic transmission was also offered. 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But it was still a more utilitarian affair than the Mustang and Chevrolet's upcoming Camaro, the latter making its debut in the fall of that year. Plymouth countered by launching the redesigned second-generation Barracuda for 1967, which boasted a longer 108-inch wheelbase and more aggressive, model-specific bodywork. Now available in fastback, notchback coupe, and convertible configurations, the second-generation Barracuda leaned further into the burgeoning muscle car craze with the availability of a new 280-hp 383-cubic-inch big-block V-8 and a wide range of high-performance hardware. No less than four high-performance V-8s were available on the option sheet by the end of the second-generation Barracuda's production run in 1969, including a 440-cube 'Super Commando' big-block V-8 dishing out 375 hp and 480 lb-ft of torque. But the best was still yet to come. A Whole New Ballgame The Barracuda received a comprehensive redesign for 1970. Now underpinned by Chrysler's new E-Body platform, which it shared with the all-new, slightly larger Dodge Challenger, the Barracuda abandoned its Valiant roots in favor of a wider and longer architecture that allowed for a purposeful muscle car stance and a head-turning design. Available in coupe or convertible form, the third-generation Barracuda could still be had with one of two inline-six engines or one of four V-8s that ranged from a 318-cubic-inch small-block to a 383-cube big-block. 1970 also marked the introduction of the 'Cuda. Derived from an options package offered the year prior, 'Cuda became the marketing nomenclature for high-performance iterations of Barracuda. The standard 'Cuda powerplant was the 335-hp 383-cubic-inch big-block V-8, while a hopped-up version of the 340-cube small-block V-8, the 375-hp Super Commando big-block 440 V-8, a 390-hp 440 'Six Barrel' V-8, and the 425-hp, 426-cubic-inch Hemi V-8 were also on the menu. In an instrumented test for the May 1970 issue of MotorTrend , the Hemi-powered 'Cuda reached 60 mph from rest in 5.8 seconds on the way to a 14.0-second quarter mile. A range of Chrysler's High Impact Paint colors like Lime Light green and Vitamin C orange were also made available on the new Barracuda, along with bold graphics packages and a shaker hood option, all of which enhanced the model's appeal to performance enthusiasts. While it was still low on creature comforts, the third-generation car featured a significantly more performance-oriented cabin than its predecessor, typified by a no-nonsense gauge cluster and a Pistol Grip shifter on four-speed-equipped models. For 1971, the Barracuda received a new grille, revised taillights, new seats, and other minor updates. It was also the only year that the Barracuda was equipped with four headlights. Power was down slightly from the year prior, but with the exception of the six-barrel 340ci small-block V-8 (which bowed out after a single model year), the engine options largely carried over from 1970. For 1972, the Barracuda returned to the two-headlight configuration with a revised grille, while four circular taillights were outfitted at the rear. This exterior design would stay mostly unchanged for the rest of the Barracuda's time in production. As with other models throughout the automotive industry, the Barracuda's performance began to steadily decline during this time, as an array of factors ranging from emissions regulations to higher fuel prices conspired to bring the muscle car era to a close. A redesigned Barracuda was planned for 1975 but never made it to showrooms. The All-American Racer Inspired by Dan Gurney's All-American Racers Plymouth 'Cudas that competed in the SCCA's Trans Am road-racing series at the time, Plymouth added an AAR 'Cuda package to the options sheet for 1970. The homologation special included strobe side stripes, a matte black fiberglass hood, body-colored side mirrors and bumpers, side-exit exhaust, a ducktail rear spoiler, and unique suspension tuning. Under the hood was a high-winding, 340-cubic-inch small-block V-8 outfitted with a trio of two-barrel carburetors mounted on top of an Edelbrock aluminum intake. The combination produced 290 horsepower and 350 lb-ft of torque, and it could be paired with either an A833 four-speed manual gearbox or a three-speed TorqueFlite automatic. In total, 2,724 examples of the 1970 AAR 'Cuda were built. A 1971 AAR 'Cuda was planned but never produced, making this a one-year model. A Mopar Performance Icon The third-generation Plymouth Barracuda stands as one of the greatest automotive designs of all time, and these cars have been featured in countless movies, television shows, and music videos as a result. The 1970–1974 cars are sought-after commodities regardless of original specification or condition. High-performance models fetch a substantial premium of their own, but original Hemi 'Cudas are on an entirely different level. First- and second-generation Barracudas are far more accessible, though the prices of restored or well-kept Formula S models can still command hefty sums at auction. The Plymouth brand closed its doors in 2001, so it's unlikely we'll see a revival of this nameplate any time soon. But the automaker produced more than 350,000 examples of the Barracuda in total, so while this pony car's legacy isn't as extensive as the Ford Mustang's, those with the means shouldn't have a hard time finding one to put in their driveway. Plymouth Barracuda Highlights The 1964 Plymouth Barracuda was the first pony car, debuting 16 days before Ford's Mustang. The first- and second-generation models were based on the A-Body Valiant. The introduction of the Formula S package in 1965 gave the Barracuda a much-needed dose of excitement. Performance ramped up substantially with the debut of the second-generation car in 1967 with the availability of big-block V-8s and an array of go-fast options. Debuting for the 1970 model year, the third-generation Barracuda moved from the A-Body platform to the E-Body, an architecture it shared only with the then-new Dodge Challenger. The Barracuda name was used for garden-variety third-generation models, while the high-performance offerings were marketed as 'Cudas. The one-year-only AAR 'Cuda was a corner-carving homologation special in the same vein as the Mustang Boss 302 and Camaro Z/28. Third-generation Barracudas are highly sought after today; original Hemi 'Cuda convertibles can fetch prices that venture into seven-figure territory at auction.

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