Chassis

A few of the many parts that were sandblasted with a siphon sandblaster from Eastwood

The fuel tank was disassembled, flanges straightened, washed with enamel reducer to remove any undercoating and then cleaned with SOS pads.

The frame was prepared and then painted metallic silver. It took about two hours for each of the two coats. Lots and lots of nooks and crannies to paint.

The fuel tank is installed with a new 190lph pump. Fuel feed line and filter installed. Battery has been installed also.

Aluminum 'F' panels, coil-over shocks, tubular control arms and '87' Lincoln rotors with 73mm calipers have been installed.

The steering rack was installed but was too wide because it came from a later model Mustang. It will have to be replaced. Firewall has been installed.

The exterior surfaces of the panels were sprayed with a spray-on truck bed liner coating to prevent corrosion and possibly dampen noise. The frame to panel contact areas were not coated to insure a good bond.

The transmission tunnel panels have been installed. The top panel was installed with screws and nut plates to facilitate service later on.

The gas petal was shortened about 2" but retains the original rocker pad.

Closeup of the throttle cable through the firewall. About 1.5" of the housing was removed for better alignment with the petal.

The rearend was temporarily installed to check fit. It was narrowed 5" and the quad shocks moved inboard to clear the coil-over shock

The lower shock mounting point was moved 1.5" to provide clearance for the brake caliper. It's still close, especially if the brake pads are worn to the limit.

Extra cable was coiled in the battery area so the battery could be lowered without disconnecting the terminals.

The engine and transmission have been installed. It's finally starting to look like a car!

Earls stainless braided lines are used. Earls 'Tube-Mate' fittings are being used to adapt the lines to the injector fuel rails.

Fuel lines as they exit from under the foot box. Panels were flush riveted with solid rivets wherever visible and possible.

Factory Five headers clear the footbox by about an inch. They will be 'JetHot' coated after the welds are smoothed a little and the oxygen sensor fittings are welded in the collector area.

It has a brain! Computer installation in the passenger footbox. Now the wiring begins.

Extra circuits are being removed to simplify and slim the harness. These are the unused wires from just the rear harness.

The stock axles could not be resplined because they taper down after the spline area. This is the Moser axle, you can see that it is the same diameter along the entire length.

The pinion bearing was removed with a bearing separator and a hydraulic press that I got from Harbor Freight Tools.

The bearing was pressed on to the new pinion with the original shim as a starting point. The Pro-Shock spring retainer works just right to press the bearing without damaging the race.

The backlash needs to be checked and adjusted each time a different pinion spacer is tried. Carrier shims are swapped from side to side but the total thickness should be kept the same as original to maintain the bearing preload.

After the backlash is set (.008-.010) the tooth contact pattern can be checked. If it's not right a different pinion shim is installed and the whole process has to be done again.

After finally getting the right combination of shims (It took me about 8hrs.) the pinion needs to be removed one more time to install a new crush sleeve.

A new pinion nut should be used in the final install. The nut comes with sealer on the threads and pressure surface to keep fluid from leaking through the pinion splines.

Caliper flange support bracket was trimmed and welded to the housing. The shock mount was moved inboard, and the quad shock bracket was relocated. A small vertical slot was cut so that the flex line bracket could be mounted.

The completed brake setup. The caliper is still pretty close to the shock but there should be enough clearance.

Completed trunk aluminum.

Another shot from the side.

The trunk floor has to be cut to provide clearance for the shock mount bolt. This leaves a hole in the floor, so this piece of 1" angle was made to cover it.

Inertia switch installation.

The wheels are Compomotive 3 piece aluminum from Motorsport Specialties, Inc. 15/7.5 w 5" BS and 15/9.5 w 4.25" BS.

Tires are BF Goodrich T/A radials. 235/60-15 front and 275/50-15 rear. While not a good track tire they offer good performance for the money.

Dash panel with Autometer gauges, Lucas switches and indicator lights.

Gauges are wired to a Molex connector to make removal of the dash easier.

A hinged aluminum panel was made to mount the fuse block. The hinge will be attached to the aft pedal box crossmember.

The headers and sidepipes were silver ceramic coated locally at Performance Coatings, Inc (770) 478-2775. The O2 fittings were welded into the collector area before coating.

Home

	A few of the many parts that were sandblasted with a siphon sandblaster from Eastwood		The fuel tank was disassembled, flanges straightened, washed with enamel reducer to remove any undercoating and then cleaned with SOS pads.
	The frame was prepared and then painted metallic silver. It took about two hours for each of the two coats. Lots and lots of nooks and crannies to paint.		The fuel tank is installed with a new 190lph pump. Fuel feed line and filter installed. Battery has been installed also.
	Aluminum 'F' panels, coil-over shocks, tubular control arms and '87' Lincoln rotors with 73mm calipers have been installed.		The steering rack was installed but was too wide because it came from a later model Mustang. It will have to be replaced. Firewall has been installed.
	The exterior surfaces of the panels were sprayed with a spray-on truck bed liner coating to prevent corrosion and possibly dampen noise. The frame to panel contact areas were not coated to insure a good bond.		The transmission tunnel panels have been installed. The top panel was installed with screws and nut plates to facilitate service later on.
	The gas petal was shortened about 2" but retains the original rocker pad.		Closeup of the throttle cable through the firewall. About 1.5" of the housing was removed for better alignment with the petal.
	The rearend was temporarily installed to check fit. It was narrowed 5" and the quad shocks moved inboard to clear the coil-over shock		The lower shock mounting point was moved 1.5" to provide clearance for the brake caliper. It's still close, especially if the brake pads are worn to the limit.
	Extra cable was coiled in the battery area so the battery could be lowered without disconnecting the terminals.		The engine and transmission have been installed. It's finally starting to look like a car!
	Earls stainless braided lines are used. Earls 'Tube-Mate' fittings are being used to adapt the lines to the injector fuel rails.		Fuel lines as they exit from under the foot box. Panels were flush riveted with solid rivets wherever visible and possible.
	Factory Five headers clear the footbox by about an inch. They will be 'JetHot' coated after the welds are smoothed a little and the oxygen sensor fittings are welded in the collector area.		It has a brain! Computer installation in the passenger footbox. Now the wiring begins.
	Extra circuits are being removed to simplify and slim the harness. These are the unused wires from just the rear harness.		The stock axles could not be resplined because they taper down after the spline area. This is the Moser axle, you can see that it is the same diameter along the entire length.
	The pinion bearing was removed with a bearing separator and a hydraulic press that I got from Harbor Freight Tools.		The bearing was pressed on to the new pinion with the original shim as a starting point. The Pro-Shock spring retainer works just right to press the bearing without damaging the race.
	The backlash needs to be checked and adjusted each time a different pinion spacer is tried. Carrier shims are swapped from side to side but the total thickness should be kept the same as original to maintain the bearing preload.		After the backlash is set (.008-.010) the tooth contact pattern can be checked. If it's not right a different pinion shim is installed and the whole process has to be done again.
	After finally getting the right combination of shims (It took me about 8hrs.) the pinion needs to be removed one more time to install a new crush sleeve.		A new pinion nut should be used in the final install. The nut comes with sealer on the threads and pressure surface to keep fluid from leaking through the pinion splines.
	Caliper flange support bracket was trimmed and welded to the housing. The shock mount was moved inboard, and the quad shock bracket was relocated. A small vertical slot was cut so that the flex line bracket could be mounted.		The completed brake setup. The caliper is still pretty close to the shock but there should be enough clearance.
	Completed trunk aluminum.		Another shot from the side.
	The trunk floor has to be cut to provide clearance for the shock mount bolt. This leaves a hole in the floor, so this piece of 1" angle was made to cover it.		Inertia switch installation.
	The wheels are Compomotive 3 piece aluminum from Motorsport Specialties, Inc. 15/7.5 w 5" BS and 15/9.5 w 4.25" BS.		Tires are BF Goodrich T/A radials. 235/60-15 front and 275/50-15 rear. While not a good track tire they offer good performance for the money.
	Dash panel with Autometer gauges, Lucas switches and indicator lights.		Gauges are wired to a Molex connector to make removal of the dash easier.
	A hinged aluminum panel was made to mount the fuse block. The hinge will be attached to the aft pedal box crossmember.		The headers and sidepipes were silver ceramic coated locally at Performance Coatings, Inc (770) 478-2775. The O2 fittings were welded into the collector area before coating.