Click the image below for engine pictures
Click the image below for interior pictures
Click the image below for stereo pictures
Click the image below for trunk pictures
Click the image below for suspension pictures
Click the image below for wheel & brake pictures
Click the image below for general shots of the car.
408 c.i. Windsor Engine -
Built by Keith Craft Racing in Arkadelphia Arkansas.
Keith has been a friend of mine for about 20 years. I
met him when he was racing an NHRA Stock Eliminator Mustang
and I had a Mustang bracket racer. Keith had built the
heads on my race car, so when it came time for the engine
for this car, I gave him a call. Keith is very good to
work with and can tailor the engine to your needs. I
wanted something that would run like crazy, but still allow
power brakes and air conditioning.
2005, As you can see, I have added Fuel
Injection to the car. Assisting me with this mod was
Bart Spivey of Barts Works in Phoenix Arizona. Bart is
a fabricator by trade and he built all the custom parts for
the engine and made the mount for the fuel pump. The
difference is amazing in terms of drivability, cold starting
etc. And......the power is always there!
It uses an Edelbrock Throttle Body and a C&L mass air
meter. The wiring harness, computer etc are all stock Mustang items.
Scroll down a bit and you will see the dyno results of
carbureted vs Injected.
Clicking on the images below
will enlarge the shots
- 381 H.P. 444 Ft. Lbs Torque at
the rear wheels
Injected - 402 H.P. 415 Ft. Lbs Torque at
the rear wheels
might ask why the decrease in Torque? It was 10
degrees hotter on the injected dyno run, plus I went from a
dual-plane intake to a single-plane variety. If you
look under the hood of modern FI cars, you will see an
elaborate intake plenum system (long) that is necessary to
build torque. No matter, the FI is the way to
go. Instant cold starting, Idles perfect even with the
A/C on and great throttle response. If you take a look
at the fuel ratio curves on these two dyno runs, you can see
that the carbureted run varies quite a bit from optimum,
where the FI air/fuel ratio stays exactly on the perfect
next problem you will encounter when you fuel inject an
early car will be that it when you get down to about a 1/4
tank of fuel, and under heavy acceleration or cornering, the
pickup tube will get uncovered and you will lose fuel
pressure until the fuel sloshes back down to the center of
the tank. On a carbureted car, you have the value of
the fuel bowls holding gas, and with FI, you don't.
Even if you put in a fuel cell with foam, the fuel will
still move away from the pickup tube. On FI cars, I
guess they are all more vertically oriented, and also the
pump is situated in the bottom of the tank in a sump.
Here are pictures of the cure. We took a new fuel tank
and added a sump to it and also some technology on the fuel
inlet sock called CCCT which is supposed to suck fuel even
if it is only partially submerged.
This is the engine compartment
after pulling the original engine. Not too bad
considering the age of the car and almost 200,000 miles
Cleaned, sanded and painted.
Wanted to make it nice, but not too nice that I didn't want
to drive it. All the pictures below are with the
intention of using carburetion. As with all my
projects, I can't leave well enough alone. Fuel
Injection came about a year later.
The Keith Craft "Bullet". 408
c.i. 10.0:1 Compression. Edelbrock Heads and Intake.
Mr Amp 130 amp 1 wire
alternator. Contact me before you try this mod and
I'll save you some time.
Barry Grant- Demon Carburetor
All the nice neat plumbing for
the Vintage Auto Air System
Sanden R-134 compressor and
shot of Autometer Fuel Gauge
Master cylinder that came with
the Baer Brakes. Proportioning valve is tucked
underneath, out of sight
MSD Billet Distributor