LiLMike

I thought about upgrading my power steering pump. I don't want to do the Borgeson swap. just wanted a better pump that I could bolt on. I have seen some pretty nice pumps on Summit Racing but they really don't specify if you need to change anything else to use them. Here is one that I saw that looks interesting but a little pricy. How to I know if something like this will work on my car. It is a stock power steering car with the original P/S pump. http://m.summitracing.com/parts/mch-9600

I have always heard that an Edelbrock carb is easy to tune for the street. As for the intakes, I was watching the videos on the Edelbrock website and the Performer will function just right for my car. I'm not racing it, just want the stop light to stop light times to be quick! The motor has a 10:1 compression ratio. Thought about going with a bigger cam, perhaps a thumper.

I thought he Bauman controller came with a TPS? Why can't I run a standard Performer intake?

Called the shop today and found out that I have an Edelbrock Performer intake. I'll probably use that. Going in the morning to see the motor run and drive the van that it is in.

ThanksMach1...Sounds like I want to use the regular4 hole spacer. More interested in low end torque. I have an Edelbrock 600 cfm on my351w now. When I get this 393 I'll go with the 750 cfm Edelbrock. already have the linkage set up but I want o change over to the 4r70w so I'll need their TPS and not worry about the tranny kick down. I will be using my Edelbrock aluminum intake. Got to check next time I am at the shop to see what intake my PO installed.

I will be using my intake manifold. It's the one my PO had on the car. It is an Edelbrock but not sure which one. I will find out next trip to the shop. What is the purpose of a spacer? There is one on my car now. Going to go sometime this week to drive the van that the motor is in now. I will probably go with an Edelbrock carb, probably either a 700 or 750. I have seen this air valve secondary, what s that? How does it work?

Finally got more information. I don't know the exact specs on the cam but it was built with the most aggressive cam they could go with and still have enough vacuum for the power brakes. This I do know for sure. I have talked to Mikestang and decided to go with the 4r70w with 3:73 gears. I now need a torque converter to match it. I also have an Edelbrock 600 cfm carb. He had a 680 cfm on it but he is keeping that. Not sure if I should re-jet the carb or go with a larger one. Any recommendations? I thought I could go with at least a 700 cfm. Also my PO has a 1" spacer under the carb, should I keep it or get rid of it? I barely have hood clearance with the spacer. Will the 85 block change this? Does the 85 block sit any different in a 69 Mach1?

As I am checking on a couple of other things and waiting for Mikestang to get back to me, I read that a transmission cooler is recommended for the 4r70w conversion. Anybody know why that is? Seems to me that the lines going to the radiator would be sufficient. Am I missing something?

Thanks Dave. I'll keep that in mind.

Sounds as if the 4r is a better tranny as for performance and both have their respective quirks on installing in a 69 Mach1. I checked out the Bauman controller and it’s rather compact. I would need their throttle position sensor. Is there a parts list for all I would need to go with the 4r? Where would I get any parts? I know I have to pick up a tranny. Here are my thoughts: Tranny – Easily found Cross Member – Have no clue Controller – Bauman Surly I would need more than these 3 things?

I was under the impression that the 4r70w was somewhat larger. I read somewhere that some tabs had to be cut off to get the headers to fit. I know with the 4r70w there is the problem of placement of the overdrive switch along with the location of the controller. I have the electric fan controller under the console so where could I position the overdrive controller? I don't want to lose my console compartment nor my glove box. I don't think I have any room under the dash with my A/C setup. I could put it in the trunk next to my amp. How difficult is it to set up the TV cable on the AOD and does it ever need adjusting?

As far as I m concerned, Mustangs are Mustangs...My favorite subject!!!

I have been reading a lot about these popular upgrades. Not sure which way to go. Most of my questions are with the conversion itself. I understand the pros and cons of the transmissions themselves but there is a big difference on how they are installed and header fitment. I would like to run long tube headers. Maybe there are some advantages in operation that I do not know about. Just confused on which way to go and thought I would solicit some input from you guys. Cost is always a factor, not so much the price of the tranny but the cost and availability of everything else to complete this upgrade. I want to keep my original shifter Thanks Mike

Hard to tell. They look to be 15 inch wheels and they are wider than stock.

Thanks, I remember that after you mentioned it.

I'll check the cam specs next week when I talk with him. I forgot all about the vacuum. Thanks for the shift kit link.

Right now I have the stock gears in it. Not sure what they are but I think they are 3:00. The motor is tempting but if I don't spring for the AOD or 4r70w then I have to make it work with my FMX. So the consensus I I will have no issues on mating this engine up to what ever tranny I use. I just have to match the rear end up with what cam is in it and get a good stall converter.

I thought it would mate up ok. From what you guys are saying, I think the FMX will do just fine. His C6 is in van so not sure what bell housing he has but it makes no never mind since he is just selling the motor. I know the motor is well built He had it done at Campion Racing Engines here in Indiana. I guess I need to find out what cam he has in it and figure out what stall converter I need. Aer all stall speeds the same regardless o what transmission it is in? I think he said he has dart heads on it so I wonder what headers to use? I know they are pricey but I would like to use the FPA long tube headers.

I ran across a guy thinking of selling his engine. It's an 85 351w out of an E350 van. It has been stroked out to a 393, full roller and has only 2000 miles on it. I'm working on a deal but have a couple of questions. Will this motor mate up to my 69 Mach1 FMX tranny? He is running a C6 tranny and my FMX is all stock behind a 351w. This motor is pushing about 440 HP with 440 Ft lbs of torque. Also what torque converter would I need for this motor? If I keep my FMX I would probably go with 3:25 gears in the rear end. Is that too much for hwy cruising at 70 mph? I would hate to turn over 2500 RPM at 70 MPH. Another thing, is there anything I could do to help my FMX. I have heard people say there is not much you can do with an FMX except put a shift kit in it. What shift kit are they talking about? Also is there any other concerns I should be worried about? Thanks Mike

Larry, you may have solved my problem. I have to check next Tuesday but that may be it. Thanks

I can't figure it out. It looks lie something is missing but I can't see anything in the manuals. It's right on the sides where the dash is vertical, just to the left f the gauges and below the A pillar. It's like hat on both sides, like the dash is too narrow. Otherwise it fits perfect.

I'm looking at about 450 hp. I was just interested in the space saving aspects of this.

Has anybody ever seen or used one of these? This is interesting and I'm thinking about using one. Pros/Cons? http://www.cjponyparts.com/aeromotive-fuel-pump-a750-in-line-billet-black/p/AER11103/ It is pricey though. Perhaps it is priced out of range

The car is in the shop...not here. Theside gap is directly to the left of the gauges and below the A pillar.

All screws are in and the A pillars are installed. The side gaps are below the a pillars right on the side of the padded dash.