Shown here are the joining of the rear quarter, inner fender, and rear subframe on the driver side of the body. | 
The radiator core support is joined to the front fender aprons exactly as it was on the original Mustang bodies. | 
An area prone to rust on original bodies, the cowl area on the Dynacorn body has the correct openings and holes, such as those for the windshield wipers. The cowl panels are now available separately for repairing original cowls. |
A view of the driver side, inner fender area shows the outstanding attention to detail on the bodies. | 
All required holes in the firewall are in place, such as those for the steering column and brake master cylinder on the driver side. | 
A number of updates are incorporated into the Dynacorn bodies, such as the reinforced shock towers as used on '69-'70 Mustangs. |
"The metal used in the making of these bodies is modern 1006 steel, which has lower impurities and controlled carbon content. The more consistent metallurgy allows the different size (thickness) steel to weld together with better penetration due to such a similar structure.
"We also use modern welding equipment and techniques that do a superior job of permanently bonding the metal together. We have had tests done that show the metal fails before the welds, and we already know that the metal is better to begin with. There are at least 20 percent more spot welds on our body shells than Ford used to assemble the original cars. In places where we feel wire welding is needed, we use that method instead of spot welds.
"On the occasions where SAE gauge metal doesn't transition to exact thickness of metric equivalents (by 0.1mm increments), we automatically round up to the next tenth of a millimeter. In many cases, such as with the floorpan, we add an additional 0.1mm of thickness after the rounding up. That's on a large structural part that adds rigidity to the entire unibody. We have also added to the roof panel, firewall, and quarter-panels using the 'round-up-plus' technique.
"We have made certain parts of the body considerably thicker because we thought it would be a good thing to do. Throughout the years, we have seen a lot of metal failures. Some were because the metal wasn't strong enough in a certain situation. Areas such as the trunk drop off, the rear crossrail, and the radiator support weren't very thick from the factory, but they are on these body shells.
"We also applied structural improvements from subsequent years and retrofitted them to the Dynacorn '67. The dual torque boxes and reinforced trunk-hinge arms are from the '68 models. The extra-wide-and now extra-thick-big-block-type shock tower braces from '69-'70 are installed on the shock towers to help prevent cracking of the towers. We also use the second-design door hinges, not the early '67-style.
"Another key upgrade is the one-piece seat platform in the floorpan. The part is designed after the convertible seat platform that runs from rocker panel to rocker panel and is welded all the way across the transmission hump. With the added steel thickness, this part becomes the stoutest gusset in the whole body and ties the rocker panels together at the center of the car."