I've done that myself but hope I've matured a little since then. Having played with racing years back I will always appreciate a tight handling car with some oomph, but have to remember what I'm going to be doing with it!
Damn, and I thought you were going to drive it like Steve. I had hoped that a sequel was about to happen.
Just who is this Clint of whom you speak and what is the sequel you desire...?
So as an update, I'm still here and work continues. Things got a bit delayed by summer on the farm and a lot of time away for work recently. Plus getting some mini bike restorations done to clean up the barn. I have gone through the 13 pages of posts and deleted those ugly big photoshop icons. Eventually I'll replace the photos with photobucket but I may have lost some for now.
So I'm about to get back into the laborious task of panel fitting. Having to replace my damaged OEM pax door with a Dynacorn offering has meant a fair bit of adding metal plus cutting and stretching the frame out to match the rear quarter. But the end result is nice. Around 3-4mm all around (touch more on the front lip for hinge movement etc). The drivers side will need a fair bit to get everything sweet too. I have a feeling this will be the longest phase of the rebuild. With the exception of the driveshaft the driveline is pretty much all done now. And I have all the hard to find missing MARTI spec'd parts together now. (factory headrests, smog kit, air cleaner and AM/FM radio etc).
I've also stripped and media blasted the C6, (although I'm going TKO manual), so it can be boxed up with its tag etc, for posterity's sake. Its insides were not good...
Once I've done some photo worthy work I'll post again. Hope all are well in Mustang Tech land.
Grumpy old git!
Last edited by mungus on Sat Mar 17, 2018 11:37 pm; edited 4 times in total
Anyway one sizeable part was rebuilding my 390 motor with some upgrades, and adding the MDL Tremec TKO600 kit.
Yes I know its not a 6 speed and there are slicker shifting Tremec models out there, but for me it suits the car and its intended purpose. I also kept my promise to the wife and added a "Perfect Fit" in dash AC system. In truth its for me too as it can get a bit hot here in VIC these days. One sad thing about that was the cluttering up of my nice "Bullitt" era motor.
You be the judge couple with and without AC below...
Grumpy old git!
Last edited by mungus on Sun Mar 18, 2018 9:14 am; edited 1 time in total
> Petronix 3 Electronic ignition on rebuilt / curved OEM dizzy by Hume Perf,
> Concourse leads (modern insides) & Autolite cap etc
> SCAT H beam rods, (didn't trust the oldies and not cost effective to do up).
> COMP CAMS XR280HR roller cam on Morel HYD roller lifters
> COMP CAMS double valve springs kit,
> P.O.P. / Melling Hi Vol oil pump & shaft,
> Milodon tray & sump (tray needed trimming)
> Heads: CJ size valves, milled to even the CC's (got 10.2:1), Viton seals
> Valve-train: Custom 3/8 push-rods, Crane ductile iron rockers (came with car NOS)
Angelucci alloy posts / end supports
> Speedpro forged flat top (with pockets)pistons,
> Crank ground 20/20 under
> ARP fasteners (everywhere I could manage - where invisible that is),
> FPA headers,
> Edelbrock alloy water pump
> Chrome OEM PBF valve covers (needed trimming inside for valve gear)
> Blue Thunder “Police Interceptor” style intake,
> CJ 730CFM carb (rebuilt by Hume), with a Ford / SD repro HiPo air cleaner and finally
> Balancing & Machining by Duggan’s of Melbourne.
> All the usual FE mods, oil pump gallery port job, head gallery restrictor jets, etc
As we all know there are gazillions of little jobs and tweaks you do during a rebuild, so I won't go into all of them here. Its not going to be a rocketship, just a sporty cruiser that looks factoryish with the visible upgrades being period correct. (except the AC).
Between folks like Barry Rabotnick and other FE gurus who advised me along the way, we're guessing around 380-390 HP & 470-480 Ft/lbs. I was hoping to run the smoother XR270HR cam I have on the shelf, but the heads had already been shaved quite a bit, so to keep the DCR acceptable I had to go the next one up. If its too ropey I have a spare set of date correct heads with untouched chambers, so I may build a lower CR head and change the cam if shes too uncivilized for family cruising. Anyway here's a few photos I took along the way.
Grumpy old git!
Last edited by mungus on Sun Mar 18, 2018 5:52 pm; edited 13 times in total
Fitting the modern AC compressor meant moving the PS pump a bit. But it all still fits in there. I prefer the OEM pump over a Sagem pump. I know they are better blah blah, but just doesnt say classic Mustang to me. But anyway we'll see how it performs when parking etc.
Grumpy old git!
Last edited by mungus on Sun Mar 18, 2018 9:15 am; edited 1 time in total
Then came the transmission kit... Bought from Modern Driveline. Good guys and a good kit. Only mistake was sending me the wrong fitting ring for the bellhousing to gearbox.
Simple eh, just bolt her on! Ummm no. These TKO's are very sensitive to input shaft run out. So paint removal, lots of dial work and careful use of some smallish offset dowels were the go. Photos tell the story. Got it down to .002 thou in the end. Happy with that. Heres what I got in the kit from MDL:
> TKO600 5 speed with .64 OD (C 2100 RPM at freeway CRZ of say 110 kph)
> Low profile top cover (no metalwork required in tunnel)
> Quicktime steel bellhousing
> HYD master cylinder kit
> Tilton 600 internal clutch slave set up
> Braided lines
> ARP fasteners
> Kevlar/Kevlar 11" clutch with pilot bush & alignment tool
> Pedal kit with roller bearing conversion
> Factory style shifter
> Speedo cable & gear
> Full fitting kit & oil etc.
> Mounts etc etc
It was all there and they have been great to deal with. (photo is MDL promo shot, wrong bellhousing)
Grumpy old git!
Last edited by mungus on Sun Mar 18, 2018 10:00 am; edited 4 times in total
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