Alan_Mac

I have lojack. I could take the ignition box to distributor wire off, its extra long and would be a problem.

I have FPA 1.750 full length headers with the wide bolt pattern on my 418w with AFR205's. Although my fitment issues are different, TCP R&P, QT bellhousing the fit is great. Get the wide bolt pattern and don't look back. Alan

Probe SRS, -22cc, Grand touring, maybe I take it to the drag strip on occasion. Now that I have a manual trans, I am not worried about the idle. 900 RPM is fine, Lumpy, semi nasty Red line 6200 + Grand touring would lean towards a smooth power curve with allot of area under the curve. No power brakes. Alan

Barnett; I agree with you suggestion, keep the carb change the cam. Someone with a similar small 950 carb said his wet flowed at ~830 C. My carb venturi are 1 3/8 dia. and its size is slightly smaller than an 850 venturi. I am not sure if the P to V clearance will be enough for the voodoo cam intake 231 lift @ .050. See the attachment here. http://s124.photobucket.com/user/Alan_MacDougall/media/side%20marker%20dimensions/Picture%20099_zpsrwpfaqzb.jpg.html

Good to know what it wet flowed, I believe my Bigs 950 stage 5 has the smaller venturi, Both primary and secondary venturi measure 1 3/8 diameter. They are smaller than an 850 which are both 1 9/16. So now the carb doesn't seem overly big.

Thanks for the cam recommendations, The first cam seems like a better choice. The Jay Allen cam was designed for street use, idle ~800 RPM automatic trans with 2300 stall converter, 6500 red line, 350 gears, the engine was in the process of being built but generally the specs were as above except 408W and smaller headers, and a stock RPM intake. The cam is decent for the street, idles great 850-900 but I expect leaves some power on the table. The car with the FMX and the 780 VS had an awesome kick in the pants response. When I changed from the FMX to the TKO I also changed to a 950 MS and mostly lost the kick in the pants response. Here is some feedback from carb manufacturers; Holley / QuickFuel; Recommended a 1) Street-Q Carburetor 750cfm MS or VS 2) SS-Series Carburetor 780cfm VS Holley CFM calculator: (6400 RPM 830 CFM) (6300 RPM 750 CFM) no choke, MS ProSystems: PRO SERIES XC series HP double pumper. Although the specs will vary a little when I am flowing it for the application, your supplied tech sheet follows the carb around the shop during the build. We'll size it for the exact cfm range when it is on the wet flow bench to match your programs needs. But it'll probably end up being in the 830-840 REAL cfm range. I am going to measure my 950 venturi and throttle plate opening for comparison. As i remember they are smaller than the 850.

Barnett, I appreciate you taking the time to respond. The cam was designed by Jay Allen long ago when my car had a FMX. Although I am a mechanical engineer and very mechanical, I do not know much about picking a cam. Link for cam specs here http://s124.photobucket.com/user/Alan_MacDougall/media/side%20marker%20dimensions/1970%20Mach1%20Strip%20and%20Letter%20Dimensions/cam_zps5vreqlsh.jpg.html .. Exhaust system is 2.5" magnaflow true X. FPA full length headers 1 3/4. I found Pro systems makes a 780 without the choke.

So what cam do you recommend?

I have Bigs (4150) 950 Stage 5 carb and think it is too big. No bog or anything just not as responsive as it should be. It has been tuned with an innovate. I am thinking either a Quick Fuel 750 with MS or a 780 with VS. I also want a choke. Here is my application. Street warrior 1970 Mustang Mach1 (likely around 3500 lbs with a full tank and me in it) 6200 RPM Max 418W AFR 205's 10.5:1 compression Lightweight forged rotating assembly Custom roller cam split duration @0,50, intake 219 exhaust 239 Mildly ported and flow balanced performer RPM intake TKO 5 speed 3.27:1 first gear 3:50 rear Recommendations from carb experts requested! Alan

My opinion.... A very complete nicely optioned coupe. So its not a fastback, but it is a grande. It's worth restoring, do not part it out.

As midlife said, the two wires pass through current for the ignition system. Use a voltmeter to check continuity through the tach.

Tachman restores original Tachs. I had Redline replace mine with modern (VDO) internals.

Here is a crimp distributor wire terminal. https://www.summitracing.com/parts/msd-3331?seid=srese1&cm_mmc=pla-google-_-shopping-_-srese1-_-msd-ignition&gclid=CPukr-Wx-dECFRBxfgod-0wEuQ

Mine bolted right up, no problems. Assuming you have the parts assembled correctly, could the wrong parts be in your kit? I would contact TCP their engineers can sort this out. Alan

I have a Retrosound Model Two. To align the radio screen parallel to the 69 / 70 radio bezel I had to trim the InfiniMount brackets many times. I bet I took in in and our 30+ times.

I believe the FMX were also used on big block applications before the C6 replaced it.

Love it!

What does the underside look like? torque box's, cowl, floors, trunk floor, quarter panels, wheel wells? What options are on the marti? How much do you want for it? Where are you located? Alan

I love my 351W FPA headers, ground clearance is really great and quality is awesome. I would give Stan a call about fitment and installation procedure.

It is the most desirable 69 Mach1. I owned the same car along time ago. Does the basket include a complete original engine, oil cooler, transmission and shaker assembly? So you want to flip it?

Awesome work and beautiful paint color. Maybe too good to race? It would prefer to base clear coat the inside of the rear quarters and trunk area. I can't wait to see the finish product.

Previously with my old SSBC brakes, I didn't like EBC green and changed to red. Much better stopping performance.

I have the TCP coilover conversion on my 70. It made a world of difference. As I remember someone at the 69/60 mustang supersite has used both, as I remember they said the bilstein shocks are far superior to the varishock. Maybe do a search on that site to find the thread.

From a 69 Mustang Link to sale http://www.boss302.com/smf/index.php?topic=74063.0