Nick
Salyer's 1968 Ford Mustang
This is my personal project car. The car has been in my
family for close to 22 years. My father drove the car roughly twenty thousand
miles per year for 16 years.. About 12 years ago the factory 289 was replaced
with a 351 Cleveland. The Cleveland was found on the side of a building,
water had entered the bores through the spark plug holes from sitting around.
A few quarts of ATF in the holes and a long breaker bar were enough to get
the bottom end turning again. That engine remains in the car today, untouched
since it had been unseized.
I acquired the car two years ago and had to make some changes. The first change was getting rid of the carburetor and distributor in favor of an engine management system. I built a MegaSquirt II ecu for the car with port injection and wasted spark in mind. Since this car was not fuel injected from the factory, installing a standalone engine management is a lot more involved. The Edelbrock performer intake manifold that had been used with the carburetor was used for the fuel injection. Bungs were machined and welded in each intake port and a fuel rail fited to each side of the manifold to accommodate port injection. A Bosch Motorsport fuel pump supplies fuel to the rails, regulated by a Mallory rising rate regulator. The fuel rails feed eight 42# injectors sourced from second generation 13B rotary engines. An angled plenum was fabricated to bolt to the carburetor flange on the intake manifold. An Infiniti Q45 throttle body mated to the other side of the plenum. The distributor was cut where the body is held to the block and a sealed bearing machined into the case to drive the oil pump. The ignition system consists of two Mitsubishi Power TR ignition modules and four DSM wasted spark coils. The MegaSquirt is triggered by a 36-1 trigger wheel custom machined to fit the flange of the harmonic balancer. This car is not really a showcase car, just something for me to tinker with when I'm not working on customer cars.
The car was Dyno tuned recently, producing 272whp / 306ftlb. The engine ran into valve float at ~5500 rpm and stopped the engine from producing more power. One of these days when I have time I'll change the springs and see if I can get the engine to pull to 6200rpm. I keep a picture gallery of some of the aspects of the project here. I have not documented much of the work I've done on this car. If you have any questions about it, feel free to ask.
I acquired the car two years ago and had to make some changes. The first change was getting rid of the carburetor and distributor in favor of an engine management system. I built a MegaSquirt II ecu for the car with port injection and wasted spark in mind. Since this car was not fuel injected from the factory, installing a standalone engine management is a lot more involved. The Edelbrock performer intake manifold that had been used with the carburetor was used for the fuel injection. Bungs were machined and welded in each intake port and a fuel rail fited to each side of the manifold to accommodate port injection. A Bosch Motorsport fuel pump supplies fuel to the rails, regulated by a Mallory rising rate regulator. The fuel rails feed eight 42# injectors sourced from second generation 13B rotary engines. An angled plenum was fabricated to bolt to the carburetor flange on the intake manifold. An Infiniti Q45 throttle body mated to the other side of the plenum. The distributor was cut where the body is held to the block and a sealed bearing machined into the case to drive the oil pump. The ignition system consists of two Mitsubishi Power TR ignition modules and four DSM wasted spark coils. The MegaSquirt is triggered by a 36-1 trigger wheel custom machined to fit the flange of the harmonic balancer. This car is not really a showcase car, just something for me to tinker with when I'm not working on customer cars.
The car was Dyno tuned recently, producing 272whp / 306ftlb. The engine ran into valve float at ~5500 rpm and stopped the engine from producing more power. One of these days when I have time I'll change the springs and see if I can get the engine to pull to 6200rpm. I keep a picture gallery of some of the aspects of the project here. I have not documented much of the work I've done on this car. If you have any questions about it, feel free to ask.