1SLO5.0
09-25-2003, 09:28 PM
1970 Mustang coupe. Medium blue interor and exterior. It originally came with a 302 two barrel and three speed manual. Now it has a built '91 351W, toploader four speed, and a nine inch trak-lok rear end. I've put very few miles on the new set-up. I don't know exactly how many, but it's definitely less than 5000miles.
Also included is a 1970 coupe parts car. Orange(Calypso coral?) interior and exterior. Originally had a 302 and C4, but currently has no drivetrain. It will have to be towed from New Berlin WI. Various other miscellaneous parts are included. I have spare engines/ transmissions that may be available if they don't sell elsewhere first.
Drop me an email and I'll send you some pics. Let me know what pics you want and I'll take them.
I just added up all of the receipts I have for this project and it totalled over $10K! I'm asking $5000. I haven't worked on it in two years and I just took it out of the garage now from last winter's storage.
Engine:
Built in 1997. Has run Mobil 1 synthetic since break-in. Borchardt speed automotive did the machine work.
1991 351 Windsor truck block bored 0.030 oversize. Now displaces 358 ci.
Stock 1991 crank, machined 0.010 undersize on rod and main journals.
Reconditioned stock rods with ARP rod bolts.
Reciprocating assembly balanced.
L2446 TRW forged pistons.
Sealed power chrome moly rings
Stock pressure oil pump with ARP heavy duty oil pump drive shaft.
31630 Milodon road race oil pan with matching pick -up tube.
MPG windage tray.
20/30 Crane cams retrofit roller cam. Cam was degreed in. Specs are:
Degrees Duration @ .050 Int./Exh. 224/232
Degrees Advertised Duration Int./Exh. 286/294
Degree Lobe Separation 112
Gross Lift Int./Exh. .542/.563
Dual row roller timing chain.
Custom length pushrods.
Avenger prepped, Canfield aluminum cylinder heads. 2.02/1.60 stainless Chevy valves. Longer rocker studs to match. Dual springs with titanium retainers. Scorpion aluminum roller rockers. ARP head bolts. I never flowed the heads nor got a data sheet with them. Also, I did not measure the volume of the chambers, but I ordered and had to wait for 60cc chambers. Compression ratio figures to 9.3 to 1 if the chambers are the 60cc, and 9.0 - 1 compression ratio if the chambers are the 64cc volume.
Edelbrock Performer Rpm intake manifold.
Holley 1850 600 cfm vacuum secondary carb. Changed the metering plate to a block for secondary jetting adjustability(4160 > 4150). Removed and modified discharge tubes and deburred carb body flashing. Epoxied back in place.
Holley red electric fuel pump mounted in trunk with 1/2” steel hard line run up to the front.
Rebuilt non-eec duraspark distributor with modified vacuum and mechanical advance curves. Bronze gear for wear protection on the roller cam. Jacobs electronics Ultra Team spark box and coil. Mallory Pro side-winder wires.
88660 Hedman headers for 351w in a 70 Mustang chassis. 1-5/8” primaries with 3” collectors. 3”mandrel bent tubing into a Dr. Gas crossover. 2.5” mandrel tubing out into two Flowmaster two chamber 2.5” mufflers. MAC 2.5” tailpipes and two Megs flared exhaust tips round out the exhaust.
Flow cooler water pump from Summit. New big block radiator with the correct mounts.
Two electric cooling fans front and rear on the radiator.
Transmission:
Ford toploader four speed from a ‘68 or ‘69 Mustang. The earlier year makes a difference because the speedo drive exits the opposite side of the trans tail shaft than a ‘70, uses an opposite pitch gear and a longer speedo cable.
Rebuilt in ‘97. Replaced all of the bearings and blocking rings. Replaced a worn 2nd gear synchro. Has run Mobil 1 synthetic since it was rebuilt.
Hurst competition plus shifter with T-handle shifter knob.
Lakewood explosion proof bell housing. Was shimmed to 0.01” parallel run-out and 0.00” of concentric run-out.
10.5” Centerforce dual friction clutch disc and pressure plate. Stock flywheel remachined.
McLeod hydraulic throw out bearing conversion kit. Includes a firewall mounted master and braided stainless hoses.
Front Suspension:
Was rebuilt in ‘97.
Eibach progressive rate front coil springs. 390-520 in/lb.
Urethane spring isolators.
Urethane spring perch bushings.
Replaced the lower control arms with urethane bushings.
Rebuilt the upper control arms.
Replaced left hand strut rod and replaced bushings with urethane.
KYB shocks.
1.25” sway bar with urethane bushings.
Used 1977 maverick spindles for disc brake conversion.
Replaced rotors and hoses. Reman calipers.
Replaced the outer tie rod ends
Replaced the ball joints.
Swapped in an steering gear box from a power steering equipped car for a quicker ratio It does require higher steering effort at low speeds though.
Rear suspension :
Was rebuilt in ‘97.
Mustang’s plus four leaf mid-eye leaf springs. Drops the ride height approx. one inch and are slightly firmer than stock
Shelby under ride traction bars.
KYB shocks.
Rear sway bar(never installed).
Rear axle:
69 Mustang nine inch with factory traction lok limited slip differential.
Rebuilt in ‘97.
Stock 3.25 gear ratio.
All new bearings and clutch discs shimmed up to tighter specs than stock.
Currie enterprises heavy duty outer bearing retainers.
Always has run Mobil 1 90w with friction modfiier.
Complete rear brake job, drum brakes. New drums, wheel cyls., etc.
Sand blasted and painted the housing.
Chassis:
Work was done in 97’
Welded in subframe connectors and attached directly to the traction bars.
Repaired hole in driver side foot well. Welded in 16ga. steel.
Shock towers had holes cut for grease zerk access. Welded those shut as well as plated two small cracks.
Replaced one inner fender apron. Welded in place.
Added a monte carlo bar and a new shock tower support to stiffen up the front end.
Mounted battery in the right hand corner of the trunk and ran 2 ga. all of the way back.
Had the fuel tank dipped and cleaned.
Body:
This was originally a southern car. The delivery code proves this. When pulling up the carpet, I found some receipts from Missouri from 1991. I figure it came to Wisconsin shortly thereafter. I removed a minorly torn vinyl roof cover to expose some rusting of the roof. I started to weld up the trim holes to convert it to a hardtop. I saved all of the trim pieces. There is a little filler in the body, but overall it’s still in good shape.
Interior:
The carpet needs to be replaced and both the front and rear seats need to be recovered due to tearing. I removed and painted the lower dash a few years back, and it’s still in good shape. The original dash pad is in poor shape but has been covered with one of those hard plastic dash pad covers. Non-stock steering wheel is currently installed. It’s a 13” Grant GT.
Breakdown:
I originally planned to supercharge and possibly fuel inject this engine, but I never got that far. That is the reason for the slightly low compression ratio and the cam selection(at the time).
Trans shifts great, except for an occasional problem getting into fourth under heavy acceleration as of late. I’m guessing it’s a wearing synchro and will need attention in the future. It shifts fine 99 percent of the time, and I doubt anyone will notice it, but I’m kind of anal about that stuff.
The front suspension was originally slated to get a set of those trick fully adjustable Total Control upper control arms. Afterwards the front end was to get slammed two inches with the Shelby control arm relocation trick, but it never happened. So the front end of the car appears to be sitting higher than the rear currently. This can be remedied by lopping a coil off the front springs or by dropping the upper control arm Shelby style.
I ran this car at the drag strip and ran a best time of 13.79(at)101mph. This was on street tires with a poor 2.33 short time. More tuning and a better driver could net better times I’m sure.
I dyno-ed the car on a chassis dyno and got 240 horsepower at the rear wheels. This figures to approximately 280hp at the crank. The car was dyno-ed with little jetting or timing work and I’m sure it could be tuned better. The figures also jive with the drag strip times if you run a horsepower/weight to ET converter on the numbers. Similarly built engines with a lot more tuning and a slightly higher compression have put out in excess of 400 horse power at the crank. 500hp if force inducted.
adios,
Tom Mazur
tmazur@wi.rr.com
Also included is a 1970 coupe parts car. Orange(Calypso coral?) interior and exterior. Originally had a 302 and C4, but currently has no drivetrain. It will have to be towed from New Berlin WI. Various other miscellaneous parts are included. I have spare engines/ transmissions that may be available if they don't sell elsewhere first.
Drop me an email and I'll send you some pics. Let me know what pics you want and I'll take them.
I just added up all of the receipts I have for this project and it totalled over $10K! I'm asking $5000. I haven't worked on it in two years and I just took it out of the garage now from last winter's storage.
Engine:
Built in 1997. Has run Mobil 1 synthetic since break-in. Borchardt speed automotive did the machine work.
1991 351 Windsor truck block bored 0.030 oversize. Now displaces 358 ci.
Stock 1991 crank, machined 0.010 undersize on rod and main journals.
Reconditioned stock rods with ARP rod bolts.
Reciprocating assembly balanced.
L2446 TRW forged pistons.
Sealed power chrome moly rings
Stock pressure oil pump with ARP heavy duty oil pump drive shaft.
31630 Milodon road race oil pan with matching pick -up tube.
MPG windage tray.
20/30 Crane cams retrofit roller cam. Cam was degreed in. Specs are:
Degrees Duration @ .050 Int./Exh. 224/232
Degrees Advertised Duration Int./Exh. 286/294
Degree Lobe Separation 112
Gross Lift Int./Exh. .542/.563
Dual row roller timing chain.
Custom length pushrods.
Avenger prepped, Canfield aluminum cylinder heads. 2.02/1.60 stainless Chevy valves. Longer rocker studs to match. Dual springs with titanium retainers. Scorpion aluminum roller rockers. ARP head bolts. I never flowed the heads nor got a data sheet with them. Also, I did not measure the volume of the chambers, but I ordered and had to wait for 60cc chambers. Compression ratio figures to 9.3 to 1 if the chambers are the 60cc, and 9.0 - 1 compression ratio if the chambers are the 64cc volume.
Edelbrock Performer Rpm intake manifold.
Holley 1850 600 cfm vacuum secondary carb. Changed the metering plate to a block for secondary jetting adjustability(4160 > 4150). Removed and modified discharge tubes and deburred carb body flashing. Epoxied back in place.
Holley red electric fuel pump mounted in trunk with 1/2” steel hard line run up to the front.
Rebuilt non-eec duraspark distributor with modified vacuum and mechanical advance curves. Bronze gear for wear protection on the roller cam. Jacobs electronics Ultra Team spark box and coil. Mallory Pro side-winder wires.
88660 Hedman headers for 351w in a 70 Mustang chassis. 1-5/8” primaries with 3” collectors. 3”mandrel bent tubing into a Dr. Gas crossover. 2.5” mandrel tubing out into two Flowmaster two chamber 2.5” mufflers. MAC 2.5” tailpipes and two Megs flared exhaust tips round out the exhaust.
Flow cooler water pump from Summit. New big block radiator with the correct mounts.
Two electric cooling fans front and rear on the radiator.
Transmission:
Ford toploader four speed from a ‘68 or ‘69 Mustang. The earlier year makes a difference because the speedo drive exits the opposite side of the trans tail shaft than a ‘70, uses an opposite pitch gear and a longer speedo cable.
Rebuilt in ‘97. Replaced all of the bearings and blocking rings. Replaced a worn 2nd gear synchro. Has run Mobil 1 synthetic since it was rebuilt.
Hurst competition plus shifter with T-handle shifter knob.
Lakewood explosion proof bell housing. Was shimmed to 0.01” parallel run-out and 0.00” of concentric run-out.
10.5” Centerforce dual friction clutch disc and pressure plate. Stock flywheel remachined.
McLeod hydraulic throw out bearing conversion kit. Includes a firewall mounted master and braided stainless hoses.
Front Suspension:
Was rebuilt in ‘97.
Eibach progressive rate front coil springs. 390-520 in/lb.
Urethane spring isolators.
Urethane spring perch bushings.
Replaced the lower control arms with urethane bushings.
Rebuilt the upper control arms.
Replaced left hand strut rod and replaced bushings with urethane.
KYB shocks.
1.25” sway bar with urethane bushings.
Used 1977 maverick spindles for disc brake conversion.
Replaced rotors and hoses. Reman calipers.
Replaced the outer tie rod ends
Replaced the ball joints.
Swapped in an steering gear box from a power steering equipped car for a quicker ratio It does require higher steering effort at low speeds though.
Rear suspension :
Was rebuilt in ‘97.
Mustang’s plus four leaf mid-eye leaf springs. Drops the ride height approx. one inch and are slightly firmer than stock
Shelby under ride traction bars.
KYB shocks.
Rear sway bar(never installed).
Rear axle:
69 Mustang nine inch with factory traction lok limited slip differential.
Rebuilt in ‘97.
Stock 3.25 gear ratio.
All new bearings and clutch discs shimmed up to tighter specs than stock.
Currie enterprises heavy duty outer bearing retainers.
Always has run Mobil 1 90w with friction modfiier.
Complete rear brake job, drum brakes. New drums, wheel cyls., etc.
Sand blasted and painted the housing.
Chassis:
Work was done in 97’
Welded in subframe connectors and attached directly to the traction bars.
Repaired hole in driver side foot well. Welded in 16ga. steel.
Shock towers had holes cut for grease zerk access. Welded those shut as well as plated two small cracks.
Replaced one inner fender apron. Welded in place.
Added a monte carlo bar and a new shock tower support to stiffen up the front end.
Mounted battery in the right hand corner of the trunk and ran 2 ga. all of the way back.
Had the fuel tank dipped and cleaned.
Body:
This was originally a southern car. The delivery code proves this. When pulling up the carpet, I found some receipts from Missouri from 1991. I figure it came to Wisconsin shortly thereafter. I removed a minorly torn vinyl roof cover to expose some rusting of the roof. I started to weld up the trim holes to convert it to a hardtop. I saved all of the trim pieces. There is a little filler in the body, but overall it’s still in good shape.
Interior:
The carpet needs to be replaced and both the front and rear seats need to be recovered due to tearing. I removed and painted the lower dash a few years back, and it’s still in good shape. The original dash pad is in poor shape but has been covered with one of those hard plastic dash pad covers. Non-stock steering wheel is currently installed. It’s a 13” Grant GT.
Breakdown:
I originally planned to supercharge and possibly fuel inject this engine, but I never got that far. That is the reason for the slightly low compression ratio and the cam selection(at the time).
Trans shifts great, except for an occasional problem getting into fourth under heavy acceleration as of late. I’m guessing it’s a wearing synchro and will need attention in the future. It shifts fine 99 percent of the time, and I doubt anyone will notice it, but I’m kind of anal about that stuff.
The front suspension was originally slated to get a set of those trick fully adjustable Total Control upper control arms. Afterwards the front end was to get slammed two inches with the Shelby control arm relocation trick, but it never happened. So the front end of the car appears to be sitting higher than the rear currently. This can be remedied by lopping a coil off the front springs or by dropping the upper control arm Shelby style.
I ran this car at the drag strip and ran a best time of 13.79(at)101mph. This was on street tires with a poor 2.33 short time. More tuning and a better driver could net better times I’m sure.
I dyno-ed the car on a chassis dyno and got 240 horsepower at the rear wheels. This figures to approximately 280hp at the crank. The car was dyno-ed with little jetting or timing work and I’m sure it could be tuned better. The figures also jive with the drag strip times if you run a horsepower/weight to ET converter on the numbers. Similarly built engines with a lot more tuning and a slightly higher compression have put out in excess of 400 horse power at the crank. 500hp if force inducted.
adios,
Tom Mazur
tmazur@wi.rr.com