This 1961 Ford Falcon Futura could be a true sport compact with just a couple period tweaks. Here’s how I’d build it.

The first old car I ever purchased for myself was a 1961 Ford Falcon Futura—the Ford response to the Chevy Corvair Monza and first entrant into “the bucket-seat brigade” of compacts that would ultimately lead to the pony car. I’ve always leaned more toward the compact side, rather than pony cars. The space-age-lite styling doesn’t promise much, so when they’re hot performers too, it’s a pleasant surprise. A sloth-like Barracuda, Mustang, or Camaro, on the other hand, is usually a disappointment no matter how otherwise attractive.

My original car was Cambridge Blue with a blue vinyl interior, not Corinthian White with red, like this 1961 Falcon for sale in the Hemmings classifieds; and (most importantly on my list at that time) it was a three-speed manual, whereas this one’s got the two-speed, air-cooled Fordomatic. Someone had also swapped into mine a 1968-vintage, 170-cu.in. version of the original engine--both the extra cubic inches and the improved distributor were welcome additions. This one seemingly retains its as-built, 144-cu.in. engine—a notoriously sluggish combination with the automatic transmission.

I went the upgraded-six route with my next Falcon, all the way to a tall-deck 250 with an aluminum cylinder head, but in retrospect I would never advise it. A V-8 swap makes far better sense on a bang-for-the-buck basis. Although I jokingly swore that any future Falcons would have a Chevrolet 283 underhood (a swap with historical precedent, but not many fans today), this project calls for a Ford 302 styled like a four-barrel 260 from a ’62 Cobra—complete with those XHP-260-1 stenciled valve covers and a painted version of the traditional SBF Hi-Po air cleaner. I'd add to it a traditional high-rise aluminum intake with a Holley four-barrel, a pair of iron GT-40P (1996-2001 Ford Explorer) cylinder heads (wearing painted valve-cover spacers, possibly), some kind of rumpity roller cam, and a set of steel-tubing, Tri-Y headers, and a 2.5-inch exhaust system exiting through a pair of OE-style cylindrical mufflers and chrome tips.

Along with a swap to a small-block Ford V-8, I'd add a three- or four-core OE-style radiator (same mounting as a ’65 Mustang) a mechanical clutch fan and a shroud for reliable cooling. No sense in reinventing the wheel here, as we know what works.

Because driving a four-speed is one of the most-fun things you can do in a car, I’d back up my faux-260 with a T-10 four-speed controlled via Hurst Competition Plus shifter (although I’m still tempted to install a column-shift overdrive in an early Falcon). I’ve driven a Fox-body T-5 and didn’t find it to be the same experience as a four-speed. One modern touch I would insist upon, though, would be a diaphragm clutch instead of the three-finger units that used to be de rigueur for high-performance engines. That’s a bit too much nostalgia for me.

Out back, the dinky 7.5-inch (or is it 7.25? I can never remember) differential would have to give way to an 8- or 9-inch Ford unit. I had a Maverick 8-inch under my ’62 Falcon, and I’ve heard the ’62-’64 Fairlane unit looks promising. The early Mustang piece is a touch too wide.

Even if one were inclined to put V-8 power up against a stock Falcon rear, the U-joint mismatch would demand a pricey custom driveshaft (no hybrid ‘joint seems possible). That would just be an expensive, complicated way to blow up a rear end. For gears, I’d say a 3.73-ish ratio, limited-slip differential would do the trick. For comparison, the original G.T. 350 used 3.89:1 Detroit Locker and ‘62 Cobras came standard with 3.77:1. That might seem steep with no overdrive, but ‘60s-style engines should be driven like ‘60s-style engines, meaning revved up in the power band; not lugged around, fouling out plugs.

The Borg-Warner T-10 (middle, in blue) is the period-correct choice and plenty robust for the small-block. This was one of several I saw looking for homes at the recent Carlisle Ford Nationals swap meet.

As a substitute for the torque-box structures that Ford incorporated into V-8 Falcons when they appeared for 1963, any early Falcon getting a lot of additional power should have its unit body beefed up with something like this chassis-stiffening kit from Maier, Inc., which includes a brace improving on the shock-tower brace Ford itself offered as an “export” part, presumably to keep Australian and Argentine Falcons from folding up under the rigorous conditions found more frequently in those countries’ road systems.

Most enthusiasts will also incorporate a beefier under-engine brace, and since we’re noodling around in this area, it would be fun to incorporate the “Shelby drop” upper A-arm relocation mod when swapping from the original Falcon front suspension to a ’65 Mustang-style setup using a reproduction ’65 Falcon V-8 steering link. Despite the name, the change doesn’t usually appreciably lower the car—instead it dials in a more-favorable camber range for the front tires, resulting in better handling.

I’d copy G.T. 350 practice the rest of the way, too, with a 1-inch anti-sway bar, rear traction aides, Koni shocks, extra leaves in the rear packs, Koni shock absorbers, and serious brakes. The contrarian in me says to look into adapting Galaxie, Thunderbird, or even Lincoln front drums to the Mustang spindles, but practicality suggests some kind of Granada-derived aftermarket disc-brake conversion. In any case, a ’67 Mustang dual-reservoir master cylinder is a must in my book.

The original G.T. 350 design specified 7.75 x 15 Goodyear Blue Dot tires, but those rubbed even on the Mustang. On a Falcon, meaty black-wall bias plies in a slightly smaller size, like 7.00 x 14 on chrome five-lug steel wheels, might be the ticket. Circa 1962 frequent Ford collaborator Dearborn Steel Tubing put a 260 into a 1962 Falcon Sport Futura (some have said it was a development mule for the '63 1/2 Futura Sprint) and it wore a similar wheel-and-tire combination.

Redlines with a red interior is a great look. Proper suspension and brakes for a V-8 swap means going to five-lug wheels too, though, so the knock-off wires are out and some kind of 14-inch wheel is in.

Alternately, I might take a cue from the 13-inch tires currently on the car in the ad and use normal-Mustang-size 6.95 x 14 double redlines on polished ribbed-spoke mags. That’s a look I’d really fancy if this were, say, a Laurel Green or Garden Turquoise car.

Because I don’t like to be afraid of the rain, an electric-wiper conversion would be a must and because a car with G.T. 350-inspired suspension deserves to be tossed around, chrome, lift-latch, non-retractable shoulder belts would go in all four corners, plus lap belts in the center.

This car we've built is pretty much the total opposite of the Corvair I’m driving right now, and much more in line with the ’68 Camaro I had as a teenager. If I could, I’d have both, as they’d scratch totally different itches. I can also think of several variations on this theme that would do similar things for me: 318/4-speed Valiant, 304/4-speed Rambler American, 283/4-speed Chevy II, or even a 289/4-speed Studebaker Lark.

How do you like your '60s compacts?

1961 Ford Falcon

See more Ford Falcon cars for sale on Hemmings.com