simplyj

you and me both forgot about this build for a while.  
These pedals are just sn95 pedal pads so there are a few options - I ended up going with the cobra snake version as I felt the oem version looked a bit dated.  Not my ideal choice, but works well enough given what's under the hood.  
 

I'm not a fan of the por15 rust preventative paints or chassis paints, but these detail paints are fantastic.  Cast grey is the best out of the three options as the stainless and aluminum versions have a slight sheen (similar to the duplicolor cast paints).  The cast iron grey on the other hand has a matte finish that really does look pretty close to raw cast iron.  

you and me both forgot about this build for a while.  
These pedals are just sn95 pedal pads so there are a few options - I ended up going with the cobra snake version as I felt the oem version looked a bit dated.  Not my ideal choice, but works well enough given what's under the hood.  
 

reviving this ancient thread as Covid-19 restrictions here in the NY/NJ area has finally allowed me time to work on the mustang.  The little free time i've had in the last year has been mostly spent doing home renovations, motorcycle track days, and some work on the newest addition to the stable:

But anyhow, back to the mustang.  Spent the last few weeks working to correct a lot of the crappy work the shop did.  Ended up fabricating new engine mounts and transmission crossmember, fitted JBA shorty headers, installed a new intake and did a light port on the throttle body, modified the sn95 pedal cluster to fit using a 1969 brake pedal and clearancing the cowl to allow the quadrant to clear, rebuilt the door hinges, fixed some small rust holes in the inner cowls on both sides, and fabricated an air cleaner to fit a 2004 mach 1 shaker scoop and seal on the 2000 Lincoln continental intake manifold.  



pedal assembly




had to cut the cowl a bit for the quadrant to clear


door hinges


engine mounts - had to raise the engine a bit and move it slightly forward for the headers to clear and the transmission to clear the tunnel while maintaining proper driveline angle.  


Transmission mount

Had to modify the trans tunnel for the shifter opening (was an auto) so cut it for clearance, notched andboxed in the trans tunnel support, and patched the opening.  

Shaker assembly - wanted to use a late model shaker but didn't want the entire mess of the stock airbox in the engine bay (also, not daily driving this thing so not worried about monsoons) so fabricated a mid plate to bolt to the 2004 Mach 1 shaker top and sandwich the late model shaker seal.  Using a K&N filter that measures about 9.5x11.65"





pardon the trashed hood - have a dynacorn flat hood to go on but didn't want to cut the shaker hole until I knew if I could actually pull off this airbox idea so tossed on the junk 70 hood I had laying around with the shaker hole already cut.  

Have to repaint the engine and some of the engine bay and sort out the hydroboost fitment, but hoping to get started on wiring and plumbing shortly.  
 
 

finally got the engine painted and fully installed.  New header studs and gaskets.  Headers and poly engine mounts installed and everything bolted down.  Next up, running the engine bay wiring harness.  

finally got the engine painted and fully installed.  New header studs and gaskets.  Headers and poly engine mounts installed and everything bolted down.  Next up, running the engine bay wiring harness.  

reviving this ancient thread as Covid-19 restrictions here in the NY/NJ area has finally allowed me time to work on the mustang.  The little free time i've had in the last year has been mostly spent doing home renovations, motorcycle track days, and some work on the newest addition to the stable:

But anyhow, back to the mustang.  Spent the last few weeks working to correct a lot of the crappy work the shop did.  Ended up fabricating new engine mounts and transmission crossmember, fitted JBA shorty headers, installed a new intake and did a light port on the throttle body, modified the sn95 pedal cluster to fit using a 1969 brake pedal and clearancing the cowl to allow the quadrant to clear, rebuilt the door hinges, fixed some small rust holes in the inner cowls on both sides, and fabricated an air cleaner to fit a 2004 mach 1 shaker scoop and seal on the 2000 Lincoln continental intake manifold.  



pedal assembly




had to cut the cowl a bit for the quadrant to clear


door hinges


engine mounts - had to raise the engine a bit and move it slightly forward for the headers to clear and the transmission to clear the tunnel while maintaining proper driveline angle.  


Transmission mount

Had to modify the trans tunnel for the shifter opening (was an auto) so cut it for clearance, notched andboxed in the trans tunnel support, and patched the opening.  

Shaker assembly - wanted to use a late model shaker but didn't want the entire mess of the stock airbox in the engine bay (also, not daily driving this thing so not worried about monsoons) so fabricated a mid plate to bolt to the 2004 Mach 1 shaker top and sandwich the late model shaker seal.  Using a K&N filter that measures about 9.5x11.65"





pardon the trashed hood - have a dynacorn flat hood to go on but didn't want to cut the shaker hole until I knew if I could actually pull off this airbox idea so tossed on the junk 70 hood I had laying around with the shaker hole already cut.  

Have to repaint the engine and some of the engine bay and sort out the hydroboost fitment, but hoping to get started on wiring and plumbing shortly.  
 
 

finally got the engine painted and fully installed.  New header studs and gaskets.  Headers and poly engine mounts installed and everything bolted down.  Next up, running the engine bay wiring harness.  

reviving this ancient thread as Covid-19 restrictions here in the NY/NJ area has finally allowed me time to work on the mustang.  The little free time i've had in the last year has been mostly spent doing home renovations, motorcycle track days, and some work on the newest addition to the stable:

But anyhow, back to the mustang.  Spent the last few weeks working to correct a lot of the crappy work the shop did.  Ended up fabricating new engine mounts and transmission crossmember, fitted JBA shorty headers, installed a new intake and did a light port on the throttle body, modified the sn95 pedal cluster to fit using a 1969 brake pedal and clearancing the cowl to allow the quadrant to clear, rebuilt the door hinges, fixed some small rust holes in the inner cowls on both sides, and fabricated an air cleaner to fit a 2004 mach 1 shaker scoop and seal on the 2000 Lincoln continental intake manifold.  



pedal assembly




had to cut the cowl a bit for the quadrant to clear


door hinges


engine mounts - had to raise the engine a bit and move it slightly forward for the headers to clear and the transmission to clear the tunnel while maintaining proper driveline angle.  


Transmission mount

Had to modify the trans tunnel for the shifter opening (was an auto) so cut it for clearance, notched andboxed in the trans tunnel support, and patched the opening.  

Shaker assembly - wanted to use a late model shaker but didn't want the entire mess of the stock airbox in the engine bay (also, not daily driving this thing so not worried about monsoons) so fabricated a mid plate to bolt to the 2004 Mach 1 shaker top and sandwich the late model shaker seal.  Using a K&N filter that measures about 9.5x11.65"





pardon the trashed hood - have a dynacorn flat hood to go on but didn't want to cut the shaker hole until I knew if I could actually pull off this airbox idea so tossed on the junk 70 hood I had laying around with the shaker hole already cut.  

Have to repaint the engine and some of the engine bay and sort out the hydroboost fitment, but hoping to get started on wiring and plumbing shortly.  
 
 

reviving this ancient thread as Covid-19 restrictions here in the NY/NJ area has finally allowed me time to work on the mustang.  The little free time i've had in the last year has been mostly spent doing home renovations, motorcycle track days, and some work on the newest addition to the stable:

But anyhow, back to the mustang.  Spent the last few weeks working to correct a lot of the crappy work the shop did.  Ended up fabricating new engine mounts and transmission crossmember, fitted JBA shorty headers, installed a new intake and did a light port on the throttle body, modified the sn95 pedal cluster to fit using a 1969 brake pedal and clearancing the cowl to allow the quadrant to clear, rebuilt the door hinges, fixed some small rust holes in the inner cowls on both sides, and fabricated an air cleaner to fit a 2004 mach 1 shaker scoop and seal on the 2000 Lincoln continental intake manifold.  



pedal assembly




had to cut the cowl a bit for the quadrant to clear


door hinges


engine mounts - had to raise the engine a bit and move it slightly forward for the headers to clear and the transmission to clear the tunnel while maintaining proper driveline angle.  


Transmission mount

Had to modify the trans tunnel for the shifter opening (was an auto) so cut it for clearance, notched andboxed in the trans tunnel support, and patched the opening.  

Shaker assembly - wanted to use a late model shaker but didn't want the entire mess of the stock airbox in the engine bay (also, not daily driving this thing so not worried about monsoons) so fabricated a mid plate to bolt to the 2004 Mach 1 shaker top and sandwich the late model shaker seal.  Using a K&N filter that measures about 9.5x11.65"





pardon the trashed hood - have a dynacorn flat hood to go on but didn't want to cut the shaker hole until I knew if I could actually pull off this airbox idea so tossed on the junk 70 hood I had laying around with the shaker hole already cut.  

Have to repaint the engine and some of the engine bay and sort out the hydroboost fitment, but hoping to get started on wiring and plumbing shortly.  
 
 

I actually work in asbestos litigation. Been in the field for 11 years now. Never ceases to amaze me what contained asbestos and contamination problems now coming to light with many talc based products. 
Vic, funny you should bring up jaguar as it was only one of several English brands that used asbestos creatively in the post war era to make up for thin and low quality sheetmetal as production restarted.  Asbestos head shielding was also used extensively around exhaust systems and on firewalls.  
My short list of current products I tell family and friends to stay away from that one might encounter regularly nowadays:
- any cosmetic talcum powder, including popular baby powders  
- mineral based makeups
- truck brake linings and pads through 2000
- pre mid 1980’s car brake pads 
- any drywall installed before 1978 (mostly due to the joint compounds)
- vinyl asbestos floor tile  
 
 

There are some very sad stories here. My heart brakes for everyone who has lost loved ones. It's made even worse that this was known about and they continued to use it and some countries still do.
If any good comes from this it will raise a little awareness of the prolific use of asbestos and the care needed when working around it.

The industry defensive argument is that the heat generated from braking causes asbestos to be converted to forsterite, a non-carcinogenic mineral.  Most "experts" that have not been paid by the automotive industry don't put quite the same faith in the total conversion, nor do I, but there is some evidence to support it.  
I generally look at the arguments about asbestos exposure the same way as cigarette smoking; we all know people who smoked like chimneys their entire lives and didn't die from lung cancer and yet we accept that smoking is dangerous.  I don't smoke.  I also try to avoid inhaling asbestos.  Statistically, I will likely die from something else and yet I don't feel like rolling the dice on this one.  
Speaking of brakes, I'll leave this little nugget right here... 1966 Bendix memo (brake manufacturer).  

Industry knowledge of the hazards of asbestos dates back to the 1930s.  Also, to put it in perspective, the Nazis placed restrictions on asbestos in the 1930s to protect workers (of course conveniently excluding slave labor) while the American shipbuilding and military industrial complex grew extremely rich building the fleet to fight the Nazis out of pretty much steel and asbestos (maritime vessels through the mid 1970s relied heavily on asbestos insulation, gaskets, packing, and phenolic materials - ultimately causing the deaths of tens of thousands of Navy veterans).  

I'm sorry to hear that Moodster.  My condolences.  
You are correct, asbestos insulation was used extensively as pipe covering, equipment insulation (valves, pumps, turbines, boilers, etc.) as well as asbestos containing gaskets and packing, asbestos insulation on bulkheads, asbestos containing paints and coatings, electrical components, etc etc.  
 

The industry defensive argument is that the heat generated from braking causes asbestos to be converted to forsterite, a non-carcinogenic mineral.  Most "experts" that have not been paid by the automotive industry don't put quite the same faith in the total conversion, nor do I, but there is some evidence to support it.  
I generally look at the arguments about asbestos exposure the same way as cigarette smoking; we all know people who smoked like chimneys their entire lives and didn't die from lung cancer and yet we accept that smoking is dangerous.  I don't smoke.  I also try to avoid inhaling asbestos.  Statistically, I will likely die from something else and yet I don't feel like rolling the dice on this one.  
Speaking of brakes, I'll leave this little nugget right here... 1966 Bendix memo (brake manufacturer).  

Mike and I just finished the torque boxes and repair of one of the side vent panels. We actually fabricated  and welded in the raised drip edge on the panel. That was fun!

The black gunk is likely mostly the tar base, still not great to breathe in but not as bad as asbestos.  The problem is the minuscule fibers that create the dust we can see in the air (and that we can't see) which get lodged in the lining of the lung and cause problems down the line.  That being said, the general rate of cancer is slightly less than 2/100 of persons with regular and proximate exposure to asbestos  at levels above background.  Not something to lose sleep over.  

This is a good reminder that asbestos remains deadly and absestos related cancers generally have a latency period of 10-15 years at the minimum, so we can all be lulled into a false sense of safety. Be careful when removing old brake linings, clutches, and gasket material. Also, be aware that some old mufflers contained asbestos as well. 

Fitting the body panels