This is a new project that we will be starting this spring. We kinda fell into this one, it seems like most of the parts we have accumulated for it we stumbled across and look like they will make a horribly cheap combination. How fast will it go? Guess we'll just have to wait and see on that one.

Here is the current parts list we have accumulated so far.

        1988 Mustang LX notch back with blown 4 cylinder motor.
        1987 5.0 liter engine from a GT, complete with wiring harness and computer.
        Flowtech 5.0 mustang shorty headers.
        Two garret T-3s from Ford 2.3 liter 4 cylinder engines.
        Set of iron GT-40 cylinder heads.
        C-4 transmission.

The complete parts list and amount invested to date can be found here!

Work will begin on this as soon as My SCTC and the Procharged 351 projects are running. I'm not really sure how I get myself into these things, but it sure is fun.

Follow the Engine Buildup below or

Click Here to go right to the Twin Turbo Install!!

4-22-03

Well I can honestly say that I didn't expect it to take this long to get this project off the ground, but it's finally underway!!! Eric has almost all of the parts available to complete the car, so there's just a little time needed to make it all come together.

Eric started off by pulling out the factory 2.3 Liter engine, removing the 2.3 EEC-IV wiring harness, and scrubbing down the engine bay as well as underside of the car. This mustang, originally from California is surprisingly clean and rust free even after a couple Michigan winters.

Next up was to install the V-8 EEC-IV main harness. I stopped over to give Eric a hand and he was quick to appreciate that installing the new harness was nothing more than a 30 minute ordeal. We started with an 88 mustang speed density harness shown in the photo on the right and proceeded to make the necessary connections. Originally we had intended to use a EEC controller, but have since decided to go with the AEM EMS to keep control of the fuel and spark. It is possible that we could have used the stock EEC processor, but the ease of installation along with the unparalleled tuning capability of the AEM makes it a very worthwhile addition to even a low cost setup like this.

On the right we see the portion of the harness which resides in the passenger compartment along with the AEM engine controller. There is a 60 pin main connector, main power relay, and an eyelet ground connection. This section is then run through the firewall, excising caution so that no wires become damaged on the hole's sharp edges.

Once the main harness is in place in the car, there are 4 connections under the hood. First is the other ground located on the drivers side inner fenderwell and second is the main system power which needs to be connected to the battery side post of the starter solenoid. Finally there are two connectors located near the wiper motor on the drivers side of the car, that's pretty much all that's involved.

Now with the wiring task out of the way we focused our attention on the weary looking EFI 302 Eric had stuffed under his work bench. I quickly got busy with a teardown to inspect the internals of this 100,000 mile engine - our intent is to just do a quick freshening (rings and bearings) then get this engine back in the car and hang some turbos on it!

5-15-03

Trying to get it all together - that's Steve Clay and I taking a quick look to make sure the block is ready for reassembly, meanwhile Eric spent some time cleaning the factory pistons.

With everything clean it's time to toss the parts back in. Once the crank and cam were in place, we installed a fresh set of rings on the pistons and dropped them in their respective holes.

With two of us working the short block went together in no time. Once that was completed we turned our attention to the top side of the engine. Eric decided to invest a couple extra bucks and use a set of ARP head studs. Tracy (Eric's wife) and Tim Flanders (right) stand by, ready to provide the necessary physiological support sometimes needed during critical assembly times like this ;).

Eric then spent a little bit of time spraying the shortblock down with some grey engine paint. In the photo on the right with the pan installed you can see the turbo oil return drains already welded into the pan.

Soild mounts are always a good idea with these twin turbo setups - you don't want that engine moving around too much with all of the plumbing installed. Eric chose a set of Holcomb Motorsports drop motor mounts to keep everything secure and a low cost SFI approved damper up front to ensure everything stays on the legal side.

Converter is a standard issue 10" JPT piece. This size converter really seems to compliment the T-3 turbocharger setup well. Enough stall to use on the track for strong launches, yet mild enough for daily street driving. Tranny is a freshened C-4 with (pan fill) with reverse manual valvebody, hardened input shaft, and SFI approved shield. I feel Eric has made some wise choices here, we have spent alot of time over the years with these combinations and know pretty much just where the money needs to be spent to have a reliable car as a result.

Big progress here! With the engine and tranny bolted together it's time to drop it between the frame rails.

Quick check reveals that the flow tech headers fit just like they should. Next up - Roll Bar and Turbo Mounting!!!

Click Here to go to the Twin Turbo Install!!