Easy?  The '67 had a 390/C6 as an option, so you'd be dealing only with
factory parts to make the switch.  Brakes, everybody's got a disk brake
conversion kit.  The '67 had an available dual reservoir master
cylinder with power booster, which is as good as it gets, and again
you'll be dealing with factory parts to get there.  You don't really
need to swap out the 8" axle, depending on how built your 390 is and
how hard you intend to push it.

The Cougar of course has the headlight doors and the sequential turn
signals to add complexity, but it's a well-traveled path.  Complete
interior kits are available too.

You didn't mention rust repair, but you need to check out the cowl
vents for leaks -- almost guaranteed that you'll find some -- and the
floor pans for rust through, particularly the front seats.  The  front
and rear corners of the doors bubble up, and so do the rear edges of
the front fenders and the front edges of the rear quarters.  Trunks
aren't as big a rust problem as with other makes, probably because the
gas tank is the trunk floor and they're galvanized.

Anyway, I'm always saying that the true value of most any project core
is actually a negative number when measured against the market value of
that car in #2 condition minus what it costs to get a core from here to
there.  You're lucky to be one who bought right.  Now the challenge is
to keep it from going upside down on you.  Almost  impossible to do,
even when you start out at $5.

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