Category: Repairs

Spraying Oil

At a recent car show I was asked about my air filter, more specifically how it looks clean and where did I get it from. Originally I had a single use white paper filters that were 1 1/2″ tall compared to the S&B (a K&N clone) which is 2 1/2″ tall which I now have. So I thought I would give a walkthrough step by step guide on how I clean and look after my air filter.

My old style disposable filter on the left (white) and my S&B on the right (red).

I purchased my S&B filter from Mustang Maniac here. The taller height allows a higher air flow for better performance and smoother engine response. Due to the unusual size not many manufacturers make them, secondly being a large size it can be expensive, depending on the make and of course the quality the filter.

Just a quick note about the engine’s air filter as it’s probably the most easily overlooked and simplest part of the car’s service, yet it’s a critical component for a number of reasons:

  1. Prevents Engine Damage: The primary role is to trap dust, dirt, and other debris from the air before it enters the engine. Even small particles can cause significant wear and tear on engine components, potentially leading to costly repairs.
  2. Enhances Fuel Efficiency: A clean air filter allows for optimal airflow to the engine, which is essential for efficient combustion. When the air filter is clogged, it restricts airflow, causing the engine to work harder and consume more fuel. Regular replacement can improve fuel efficiency by up to 10-14%. With modern engines the electronics can cope with rich mixtures better – to a point. Not such the case for a set fuel flow of a carburettor. The dirtier the filter the richer the mixtures becomes causing running issues.
  3. Improves Engine Performance: A clean air filter contributes to better throttle response and overall engine performance. It ensures that the engine receives the right air-fuel mixture. more miles to the gallon of fuel.
  4. Reduces Emissions: A properly functioning air filter helps maintain the correct air-fuel mixture, which is essential for the vehicle’s emission control systems. A clogged filter can lead to increased emissions and may trigger warning lights on the dashboard, not the case on our old classics. We just ‘feel’ the car and know it’s not right.
  5. Cost-Effective Maintenance: Replacing an engine air filter is a relatively inexpensive maintenance task that can prevent more significant issues down the line.

Whichever style of air filter you use there are pros and cons for each type of filter:

Reusable Air Filters

  • Long‑term savings – You buy once and reuse for years, reducing replacement costs.
  • Lower waste output – Cleaning instead of discarding cuts down on landfill impact.
  • Regular maintenance required – Must be washed and dried properly to maintain airflow and performance.
  • Slightly lower filtration efficiency – Some reusable filters don’t trap ultra‑fine particles as effectively as paper options.

Paper (disposable or single use) Air Filters

  • High filtration efficiency – Excellent at capturing fine dust and debris straight out of the box.
  • Zero maintenance – Simply replace when dirty; no cleaning or drying needed.
  • Higher long‑term cost – Frequent replacements add up over months and years.
  • More waste generated – Single‑use design increases environmental footprint.

Then there is the look you want to go for (if you can see it), the crimson red or white or yellow. K&N have a good reputation and proven performance gains, even if it’s a slight horsepower gain. Some even use their K&N filters as bragging rights for their engines.

The original cost of my air filter was a little over £100 at the time. But, it has now gone up over the last few years due to the stupid costs of import charges and raw costs of materials. The equivalent replaceable filter which isn’t as tall in size as mine (2 1/4″ vs 1 3/4″) , is now £55. I would only need to replace the paper style a couple of times and it would be cheaper in the long run for the reusable style.

The downside to the reusable style is the regular cleaning yearly or 25,000 miles depending on climate (dusty) conditions and miles driven. To clean this style of filter there is a simple and easy to use kit which provides a cleaning solution and the replacement oil for the filter element pleats. The cost is a reasonable at around £15 for the aerosol kit.

This is what the kit looks like that i use. This is the Aerosol version instead of the squeeze oil version, which is slightly cheaper:

Inside is a instruction leaflet which can be downloaded here and two bottles, one an aerosol ‘Air Filter Oil’, the other a pump spray cleaner ‘Power Kleen’.

The principle is the same for what ever shape your air filter is, mine is oval and fairly long. Remove the air filter and tap out any loose debris from the elements, away from the engine.

Shake the cleaning bottle and pump the spray’s contents liberally onto the inner and outer elements of the filter to give it a good soak. I use a rubber (Wellington) boot storage tray which is perfect for the job. The tray has ridges that keeps the filter slightly raised.

The pump spray was good and directional, however the top of the screw cap leaked and ran down the bottle and over my hand. Not a huge amount, but annoying all the same. Perhaps I got unlucky with the bottle.

Leave the cleaner to work for ten minutes.

To remove all traces of the cleaner from the filter take the filter to low pressure water outlet and run the water both outside and inside to wash the debris out of the filter. I used a garden hose with a gentle directional jet by a drain.

The red oil was washed away pretty quickly, leaving the naked white cotton pleats underneath.

Flushing from the inside out was the majority of my cleaning which loosened the debris which can be seen running out from the pleats.

Keep running the water until all traces of the cleaner are gone. Below right you can see the cleaner being washed away to the side.

The filter is now clean and needs to be left to air dry naturally for an hour, or however long it takes to dry.

Once dry I was back to the tray to apply the aerosol oil to the pleats. Shake the spray can and apply the spray until an even coverage is achieved.

The fully sprayed filter should be left for at least twenty minutes where the oil will soak down the filter’s pleats and can be seen from the inside of the filter.

The aerosol was even and easy to apply, but a little messy on the nozzle.

Once the filter has been left to dry for twenty minutes and the oil has penetrated all the way down the pleated fabric it can be placed back in the car.

Optional: One final step before fitting that I tend to do is to spray a small amount of Gibbs Brand Lubricant onto a clean cloth to make it damp, then very lightly wipe the cloth onto the inside mesh of the filter to give it some extra protection. You don’t want anything else on the pleats other than the K&N oil. The wipe over was a seriously light brush to add a thin film and that’s all. You don’t need to do this step, but I like to do it.

Once refitted the filter looks really good and was left overnight. The next day the car fired up nicely and seemed to idle a little smoother, psychological improvement? No, it did run smoother and the process is well worth it.

How long, well not long but most of the process was waiting. The total minutes actually doing the cleaning was around thirty minutes. Total time for the whole procedure was about two and half hours including the waiting.

That’s it, a pretty simple process, but it does make a difference on these older mechanical engines which rely on a good balance of fuel and air. If your car starts to run a bit erratic, check the air filter for a quick fix.

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Original Radio or Modern Upgrade?

What to Check Before Installing a Replacement Head Unit in a Classic Mustang

A classic Mustang radio is not just a source of music. Sitting in the center of the dashboard, its chrome faceplate, dual knobs, and pushbuttons are as much a part of the interior’s identity as the steering wheel or the gauge cluster. That is exactly what makes replacing it such a loaded decision. Swap it out carelessly and you are not just changing how the car sounds. You may be changing how it looks, how its wiring behaves, and how easily a future owner, or a future you, could ever put things back the way they were.

At the same time, an original AM or mono radio was never built with Bluetooth, phone audio, or navigation instructions in mind. For owners who use their Mustangs regularly, that gap between period charm and everyday usability is real. A long highway run deserves music you actually want to hear, and a factory radio from the 1960s was never designed with modern connectivity in mind.

The good news is that the choice is not limited to keeping everything original or ripping it all out. Several routes add modern functionality while preserving very different amounts of the car. Choosing before buying protects the dashboard, wiring, speaker locations, and the possibility of reversing the work later. Working through the options saves both money and regret.

Start with the car, not the radio

Start with the radio opening. Is the original metal intact, or has a previous owner widened it for an aftermarket unit? Are the original shaft holes still present, and is a replacement faceplate hiding earlier cutting? An opening that looks respectable from the front can tell a different story once the trim comes off. Returning an enlarged early Mustang opening to original dimensions may require welding, finishing, and repainting.

Next, identify what is installed: the car’s original radio, a period-correct replacement, a later aftermarket unit, or something non-functional nobody ever got around to sorting out. An original radio belongs to that car; a period-correct unit may be the right type and age without being the one it left the factory with. Check whether the harness is intact or has been spliced and taped, and note any centre-dash, kick-panel, door, rear-deck, or concealed speakers.

Finally, decide what kind of Mustang this is. A concours restoration, a sympathetic driver, and a restomod call for different compromises. Permanent changes do not automatically reduce value, but they can matter to future owners and make a return to the original layout more difficult and expensive.

Knowing where your car and your priorities sit on that spectrum makes every decision that follows much easier.

Option 1: Keep or restore the original radio

Keeping or restoring the original radio preserves the factory dashboard more completely than any replacement: no opening to adapt, no substitute faceplate to make convincing, and no question about whether the knobs and lighting look right. For an originality-focused build, that may matter more than any feature list.

The trade-offs are real. Many original units are AM-only, with mono output, limited power, and aging components that may need specialist attention. Reception can be inconsistent, and Bluetooth, phone audio, USB, or an auxiliary input require modifying or supplementing the system.

None of that makes the choice wrong. A classic car does not have to double as a modern entertainment system, and some owners are perfectly happy with a radio that mostly looks correct and occasionally crackles out an AM station on a summer drive.

If that describes you, there is nothing to apologize for.

Option 2: Modern internals inside an original or period-correct radio

An internal conversion keeps the original or period-correct case, faceplate, and knobs while replacing or supplementing the electronics inside. Depending on the specialist, it may add Bluetooth, an auxiliary input, USB, FM reception, modern amplification, phone audio, or hidden switching through an existing control.

From the outside, the radio still looks right and the dashboard opening can remain untouched. The compromises are internal. The unit is no longer fully original, quality depends heavily on the specialist, and future repairs may require knowledge of that particular conversion. Owners who want to preserve the car’s original radio can convert a suitable period-correct donor and store the original untouched. The factory controls may also make pairing and source selection less intuitive, while a stronger amplifier can expose the limitations of a tired speaker.

Previously covered a period-looking radio using a modern audio circuit and a 3.5 mm input, later paired with a hidden Bluetooth receiver.

Option 3: A retro-style modern replacement radio

A retro-style Mustang radio takes a different approach: rather than modifying an original unit, it replaces it with a purpose-built modern head unit designed to resemble the classic twin-shaft look while running current electronics underneath. Depending on the product, features can include AM/FM, Bluetooth, USB, an auxiliary input, hands-free calling, preamp outputs, and support for modern speakers, though exactly which features are included varies significantly, so the specifications for the specific model matter more than assuming they all behave the same way.

Done well, this route offers a genuinely appealing balance: designed to fit the original-style opening, it tends to be far less visually intrusive than a conventional touchscreen head unit, while still delivering the connectivity a modern radio in a classic car is expected to have. Installed without cutting original metal or wiring, it can also be fairly reversible.

That said, it is not genuinely original, and a digital display, modern lettering, unusual buttons, or the wrong style of lighting can still look out of place against an otherwise untouched dashboard. Build and sound quality vary, and some units need separate Bluetooth modules, microphones, amplifiers, or other accessories to provide every advertised function. A claim that the radio “fits a classic Mustang” may refer only to the front mounting arrangement. Connector position, case depth, heater components, ducting, brackets, and existing wiring can still create problems behind the dash. Treat any fit claim as a starting point for measurement, not permission to order first and investigate later.

Option 4: Hide the modern system and leave the dashboard alone

A hidden audio system places modern equipment out of sight while leaving the visible radio and dashboard untouched. This can take several forms: a small hidden Bluetooth amplifier tucked behind the dash, a headless receiver with no display or physical controls of its own operated through a phone or small remote, a concealed auxiliary or USB input, or a separate modern audio unit hidden in the glove box, console, or trunk. In every version, the original radio can stay exactly where it is, either still functioning or simply serving as a correct-looking display piece.

The appeal is straightforward: the dashboard can remain visually untouched, the system may be reversible, and there is more freedom to choose amplification and speakers than an internal conversion usually provides. The word “may” matters. A hidden amplifier screwed through an original panel and connected through cut factory wiring is no longer a no-modification solution simply because nobody can see it.

The limitations mostly come down to control, wiring, and access. A system operated entirely through a phone or small remote is not always as immediate as a physical knob, so volume and basic controls should be positioned where they can be used without handling a phone on the road. Pairing behaviour, charging, start-up, and source selection all need to be considered before the installation is finished.

Service access matters too. A beautifully concealed component loses some of its charm when half the interior has to come out to reach a fuse or reset button. Hidden systems benefit from labelled connections, a clear wiring plan, and a mounting location that is discreet without becoming inaccessible.

Option 5: Install a fully modern visible head unit

For some cars, a fully modern, visibly modern head unit is simply the right tool for the job rather than a compromise to feel apologetic about. It makes the most sense when the dashboard has already been modified, the car is being built as a restomod, or originality is not a major priority and the owner wants a touchscreen, built-in navigation, camera integration, advanced phone controls, or direct access to a wider range of audio settings and sources.

The disadvantages are most obvious in an otherwise period-correct early Mustang. A modern screen and control layout can clash with the dashboard, and some installations require irreversible cutting of the original opening. If original metal is removed, returning to an original-style radio later may involve welding, finishing, and repainting rather than simply buying the correct faceplate. Larger screens can obstruct nearby controls or look disproportionate beside the original gauges, while amplifiers, multiple speakers, USB charging, and other accessories may place additional demands on the wiring, grounding, and charging system.

None of this means a modern radio always damages the dashboard. Plenty of installations rely on adapters, custom consoles, or dashboards already modified before the current owner got involved, and in those cases a fully modern unit can be a perfectly sensible, low-drama choice.

What to check before buying or installing any replacement radio

Once you have an idea of which direction fits your car, a handful of practical checks apply no matter which option you are leaning toward.

Dashboard opening and dimensions

Confirm the shaft spacing or other mounting arrangement, faceplate dimensions, available depth, and any rear support. Check clearance around heater controls, ducts, brackets, wiring, and accessories behind the dash. Find out whether cutting or drilling is required and whether the correct adapter, faceplate, and support bracket are available. A unit that lines up at the front may still have nowhere sensible to go at the back. A product photograph or vague “fits classic Mustang” claim is no substitute for measurements from the car itself.

Electrical system and wiring

Confirm the voltage and polarity for the exact car, then inspect the existing wiring rather than trusting decades-old insulation. The unit needs correct grounding, a properly fused supply, and correctly identified switched and constant power where required. Also consider charging-system capacity and whether an adapter harness can avoid cutting original wires.

There is no universal wiring diagram for every classic Mustang and every previous repair. If the wiring is altered, overheated, damaged, or poorly documented, use a qualified auto electrician rather than guessing. Previously documented original wiring that was far worse than it first appeared, a useful reminder that old wiring is not necessarily safe simply because it still works.

The radio is part of the car’s electrical system, not a self-contained box, and any installation plan should treat it that way. My previous owner had wrapped tin foil around the fuse, which can be seen in the image above, that unsafe practice set fire under the dash. causing a total loss of dash wire loom and the headlight loom under the hood.

Speakers and realistic sound expectations

Upgrading the head unit while ignoring the speakers is one of the most common ways to end up disappointed with a new install.

 A better head unit cannot compensate for unsuitable speakers. A car still relying on one center-dash speaker will have limited stereo separation, and an aging speaker may not suit a modern unit’s output. Impedance and power handling must match the radio or amplifier, while a compatible dual-voice-coil center speaker can sometimes retain a single visible speaker location.

Kick-panel, door, rear-deck, under-seat, and concealed speakers each trade sound against appearance and reversibility. Any new cut-out is effectively permanent, so think before reaching for a hole saw. What worked in another Mustang is not automatically right for yours.

And it is worth admitting, with a small smile, that in a V8 Mustang the engine and exhaust may still win the volume contest no matter how good the new system sounds.

Antenna and radio reception

Check the antenna connection, cable, adapter requirements, and grounding before blaming poor reception on the radio. The original plug may not connect directly to a modern unit, while corrosion, a damaged cable, electrical interference, or a weak ground can produce much the same symptoms. I have previously covered this Fitting Semi Automatic Aerial

Total cost

The price tag on the radio is only the opening bid. Depending on the option chosen, the full project may also involve speakers, wiring, adapters, a specialist conversion, an amplifier, an antenna adapter, antenna, installation labour, dashboard repair, replacement trim, and the inevitable troubleshooting that comes with any older car. Budgeting for the radio alone, then discovering the rest of the system afterward, is one of the more common ways an upgrade ends up costing more than naively expected.

Be careful when buying a used modern head unit

A used OEM head unit, meaning a radio originally produced by the vehicle manufacturer rather than an aftermarket product, whether sourced from a donor car or a salvage yard, can be a tempting shortcut, but it carries its own risks. It may be incompatible with your specific car despite looking similar, arrive missing wiring or accessories, require programming before it works at all, or come with an unknown service history that makes troubleshooting harder later.

Some later OEM radios use an anti-theft code after losing power. This does not apply to original 1960s Mustang radios, and not every donor or aftermarket unit is code-protected. Before installing a used OEM unit, confirm whether it is security locked and make sure its serial number is available. For supported radios, FindRadioCode.com is an online service that can look up the required unlock code using the unit’s serial number, which can save a real headache if you end up with a locked radio and no paperwork from the original car.

Which option suits which type of Mustang owner?

With the main routes and practical checks in mind, it helps to think about which direction actually fits your car and your priorities, rather than which option sounds most impressive.

An originality-focused restoration, particularly one aimed at judged shows, tends to favor retaining or professionally restoring the original radio, since nothing else preserves the correct dashboard appearance as completely. An owner who wants modern convenience without ever looking at a modern radio is usually best served by an internal conversion or a hidden audio system, both of which keep the visible dashboard essentially untouched.

A classic that gets driven often, where usability matters as much as looks, may benefit most from a direct-fit retro-style radio that offers real functionality without demanding a fully modern appearance. A restomod, or a car whose dashboard has already been altered, is often a natural fit for a fully modern system, since much of the originality argument no longer applies. And a car with genuinely damaged wiring or an already-cut dashboard deserves to be assessed as a complete project, with the electrical and bodywork addressed as part of the same plan rather than choosing a radio first and discovering the real scope of the job afterward.

None of this should be read as a rigid rule book. Your own priorities, the actual condition of your car, and how much you value reversible versus permanent work should guide the final decision more than any general framework.

The best replacement head unit for a classic Mustang is not necessarily the one with the longest feature list. It is the one that delivers the convenience you actually want without creating dashboard damage, wiring problems, or visual changes you will regret once the excitement of the new gadget wears off.

Before buying anything, take the time to inspect the dashboard and wiring honestly, decide how much originality genuinely matters to you, and lean toward reversible work wherever the option exists. Plan the wiring and speakers as part of the same project rather than an afterthought, and if you remove any original parts along the way, keep them somewhere safe. Radios get swapped, upgraded, and swapped again over a car’s life, but original parts, once discarded, rarely come back.

Whatever you end up installing, it is worth remembering that in a V8 Mustang, the most authentic sound system in the car was never really the one in the dashboard at all.

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Trial & Error

For a few years I have been doing some tweaks here and there on the car, one of those bigger projects was the LED bulbs all round. At the back of the car the rear licence plate bulb was the biggest pain to source one that would fit in the original factory housing. I tried many variations some were close others not so. The left pic below is the now dedicated draw now allocated for bulbs, the right pic shows the original bulb (copper bottom) in the middle, with the other trial and errors bulbs around it. Some were too long, too wide or the bulb glass (plastic) to bulbous to fit under the lamp holders glass cover itself. Then there was front focussed light, 360o light shine, light pattern, colour temperature, brightness, bottom housing fitting, wattage etc etc. Some bulbs what I thought would look good were in fact quite poor lighting options when plugged into my dummy rig to see what they would look like before I took the holder off the rear bumper and started making a mod to the wiring loom.

I spent many an hour making mods to a couple of the bulbs that had potential with the Dremel in a vain attempt to make them fit. A slight slip of the Dremel grinder ruined a promising bulb that was just a bit to wide, luckily those bulbs came in pairs.

The before and after of the grinding was fine, there was no cover for these LEDs themselves which shouldn’t be to much of a problem as the bulb sits behind a opaque glass bowl if you like. To make the bulb fit under the glass properly it would need more work on one side of the bulb fitting, in doing so it would be getting dangerously close to the LEDs themselves. Before I got carried away I quickly put it back together with the glass cover sort of half in place held by a bit of clear tape to see what it would look like at night, it wasn’t good. There was so much white light I could expect a pull over from the local plod in their donut cars as you’re not supposed to show white to the rear in the UK. This bulb was on another level and would be more like towing a WWII search light behind me.

That bulb was discarded and the original put back in for now. After many, many searches and I eventually found a match same size bulb and voltage. Best of all it was a comparable wattage to the original bulb, I placed the order which was shipped from China (of course) to the UK.

The new bulb was still quite bright, but I figured it should be OK.

This LED bulb thing is all a little bit of a moot point as I tend not to drive at night anyway. However, if I needed to, then the LED bulbs are a significant improvement for safety. The reason I mention all this now is because of a recent trip trip to Mustang Maniac where I watched as they were making a custom fit LED board for a customer’s car. They had to make bulbs from bulbs and then set the brightness. I wasn’t aware that it could be done to that degree and spent some time with Mark to see how I could make their ideas work for me.

I purchased a box of various resistors taking on board the advice I was given. This box is complete overkill of 350 pcs, I only wanted one or maybe two variations of a resistor. The complete box was the cost only a large coffee so I couldn’t complain.

There’s a lot to understand about resistors; basically wattage and resistance describe two different, but connected processes a resistor performs in a circuit. First is Ohms (Ω) tell you how much the resistor limits electrical current, a higher Ohm value means more resistance and less current flow. Second is Wattage (W) tells you how much power the resistor can safely dissipate as heat without burning out. So the Ohms value sets the electrical behaviour, while the Watt rating sets the physical durability. A resistor with the right resistance but too low a Wattage may overheat, whereas a resistor with the correct Wattage but wrong resistance will change how the circuit works. You can also fit a resistor either direction as they aren’t polarised. If you need a specific Ohm rating you can add one after the other to achieve the correct rating.

As the licence plate bulb only has a single live feed, the earth is handled via the bodywork. The live feed just needs an inline resistor so the LED’s bulb brightness is reduced as a result.

In the trunk the live is taken from the rear drive lights feed via a T-junction split and a connector. The wire then passes behind the rear bumper to the lamp holder out of direct line of sight. This will be a quick task to make up an insert male and female fitting at each end to connect it back up again. If I don’t want to use the resistor, I can just remove the inserted resistor and reconnect the original wire back to the normal live feed voltage.

When I rewired the car I didn’t use all the options of the American Autowire kit, that left me with various amounts wires of different colours and a number of connectors to go with them. A short clip from one of the coils of wire I used was the same gauge as the live feed about to be modified.

The short wire was cut in half and each end of the wire was tinned with the soldering iron. My American Autowire crimps were pulled out of retirement and used to secure the male spade connector and protected with heat shrink.

The resistor I chose was a 330 Ohms which should roughly half the output. In order to make the resistor lay flat inline; wrap the wire leg of the resistor around a small jewellers screwdriver the same size as the gauge of wire to be used forming a tight coil. I didn’t realise the picture was out of focus (sorry), but you get the idea. Trim the coil flush to make sure no sharp parts are sticking up and potentially cause a short.

Thread the new wire into the coil and add some flux, fresh solder on the iron and tap it onto the join you just created. Before the last female spade connector is added slide over the shrink wrap and then repeat the process and solder the other end of the resistor. Add a spade protector on the female spade connector and crimp. Once completed and fully heat shrunk, I checked the resistance with a multi-meter to make sure connections were solid and working.

To create the inline project that I wanted, the live feed wire needed to be modified to add the additional spade fitting rather than a direct solder of the resistor, my fail safe if you like. This additional could then be re-joined in seconds to the main loom if needed, or connect another resistor inline back to the main rear end wire harness. I remade the duel spade (T-junction) split along with the new single connection needed for the lamp holder.

With the new inline resistor in place it only added a couple of extra inches so the extra length could easily be hidden back behind the filler cap support. Here the fittings are in place to recreate the original look before I added the resistor.

With everything in place the garage door was closed and turned the lights off. I turned the car’s lights on and I could see that everything was working fine. Once the door was open again I could finish the job by wrapping the wire loom up with some cloth OEM look wire loom tape, but not on the resistor section as that may need to dissipate heat, not that it gets that hot anyway. The resistor section is insulated by the heat shrink and the rubber spade fitting covers.

Until I can get a good view in the dark and out in the open I wont be able to see if the light output is adequate or still too much. The results so seem to be what I’m after and not far away from the original bulb output, all be it a cleaner light.

With that in mind while the soldering iron was still hot and the resistors were out, I repeated the process for another inline with a resistance of 220 Ohms which will allow a little brighter light than the installed 330 Ohms. It will only take seconds to swap out which is the beauty of this idea. If the result still isn’t what I’m after, I can just knock up some more variations until I’m happy. There is no after picture of the rear loom as it’s all hidden away again, and nothing to see.

The only visible difference is the cool white light instead of the dull orange glow of the original incandescent bulb. The change to the lighting type of the cool white light picks out the silver lettering from the black background of the licence plate better for more effect.

Before & after comparison of the resistance hack:

A short and sweet little project from something that was in the back of my mind that needed addressing at some point. It’s funny how a chance conversation can lead to these little projects, all sorted for now.

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Why You Should Drive Your Classic Car

There is often a myth that keeping a car covered up with a dedicated fitted breathable cover in the garage will look exactly as it did when you get it out as when you put it away. Visually that may be true, apart from dust and visible debris on the dust cover. But what about the rest of the car? Providing the environment is ideal, like humidity, temperature, sunlight and wind all should be as it was and prevention is the better path than rectification. My dehumidifier which is always on, is set to the optimum range of 55% to 60%. In addition to that I have a dedicated radiator controlled by a thermostat valve in the garage which is set at a minimum low temp to keep damp and cold away in the winter. Some call it excessive or a waste of money, but it will help protect the car. It took me while to convince the wife, but she did see the point, in the end. The garage walls are insulated along with the roller door witch has a good rubber seal to the floor to stop drafts. Even insulating the concreate with dedicated garage floor tiles on the standing area can make a big difference to that prevent cold and damp rising up from the floor causing unseen damage under your car.

Humidity and temperature swings are two of the most underestimated threats to a classic car. Even when a vehicle is stored indoors like a garage or workshop, the air around it is constantly expanding, contracting, and carrying moisture. That moisture could settle on cold metal surfaces, creating condensation, the perfect starting point for rust. Brake lines, fuel tanks, exhaust systems, and even internal engine components can begin to corrode long before you see any visible signs. High humidity will accelerate the deterioration of rubber components, causing hoses, belts, and seals to soften, swell, or crack. Over time, this could lead to leaks, poor running from split vacuum hoses, or brake servos not working correctly, failures that seem to appear out of nowhere. The longer a car sits in these type of environments the more exposure to problems. Carburettors and fuel systems suffer as moisture mixes with old petrol, forming varnish and sludge clogging jets and making cold starts a nightmare. Electrical connectors oxidise, creating intermittent faults that are notoriously difficult to trace. Even interior components aren’t safe — dashboards can crack from heat and direct sunlight, vinyl can warp or split and adhesives can fail when exposed to repeated hot‑cold cycles. If there is no air movement in the car then you are inviting mould and damp to cause havoc. I always leave my windows a little open to allow the air to move. My dehumidifier not only keeps the humidity where it should be, but it also circulates the air and gives of a certain amount of heat from the motor, so my garages never gets cold as such. The main point is to avoid the extremes in your storage location what ever that may be. At weekends I open the garage door to either potter around or clean the cars, this will give a change of air and keep things fresh.

Classic cars have a charm that modern vehicles simply can’t replicate, the raw driving feel, the analogue simplicity, the unmistakable character ageless looks and even the smell. But beneath that nostalgia lies a truth that every classic owner eventually learns: these machines need attention. Not just the occasional polish or Sunday run, but real, regular mechanical care. Ignoring the mechanical side of a classic car is one of the quickest ways to turn a cherished vehicle into a costly headache. Just because you don’t use it, doesn’t mean things don’t go wrong. For reasons explained above being just some of them.

Even if a classic looks immaculate on the inside and out, its mechanical components could still decades old. Rubber hardens and cracks, seals dry out, and metal corrodes quietly out of sight. A very dear friend of mine, who has a one of the very first 64 1/2 Mustangs once said to me “Even with all this prevention in the garage, I can hear my car rusting in the house”. These problems are especially true with some modern and cheaper after market parts. A brake hose that looks fine at a glance can balloon under pressure and fail without warning sending you straight to the scene of an accident. Fuel lines can become brittle and leak, turning a simple start‑up into a fire risk. Gearbox seals could leak meaning no drive leaving you stranded. Suspension bushes degrade slowly, transforming a once‑tight ride into something vague and unpredictable. These aren’t dramatic failures, they’re the natural result of time, temperature changes, and materials that were never designed to last half a century.

It’s easy to assume that a classic car kept tucked away in a garage is safe from harm, tyres can develop flat spots, batteries sulphate and lose capacity, and clutches can seize to flywheels, brakes can get stuck to drums or discs. Even exhaust systems rust from the inside out as condensation collects and never burns off, the rubber hangers can perish and the next bump or pothole could dislodge the hanger and your exhaust is ripped from the car in the best case, in the worse case it cause huge damage under the car. The phrase “it ran perfectly when I parked it” is often the start of a long list of repairs.

After all those horror points above, the good news is that most of these issues are preventable with regular checks and a bit of mechanical sympathy. Running the car up to temperature, exercising the brakes, and keeping fluids fresh all go a long way. Replacing ageing rubber components, before they fail is far cheaper than dealing with the damage they can cause. Above all, driving the car — even just a short, gentle run — keeps everything moving, lubricated, and healthy.

Classic cars reward the owners who look after them. A little attention now keeps the big problems at bay, preserves the car’s value (which was the main winning point to the wife for the radiator), and ensures it’s always ready for that next drive making you smile and not grimace.

Why do I mention this again? Because a scenario happened to me. I always inspect my car, when cleaning it, especially before a new car show season and take my car down to Mustang Maniac for a full on once over and MOT. I a nice day was forecast during the week and the car was taken for the first drive this year. On the first drive out, it’s always careful and steady to make sure all is well before I start the sixty mile journey to Mustang Maniac. Over the winter I always run my fuel very low so it doesn’t go off or hold moisture. To get to the Mustang Maniac yard I would need a fill up at Shell V-Power which cost me £85 to fill up. Have I mentioned that our robbing government applies 53% ‘fuel duty’ onto every litre of fuel and then add another 20% VAT (Value Added Tax) onto that initial cost after the fuel duty as well, that’s tax on a tax!

The drive down was fine, a little clunk now and again on some parts of the road, every so often a little vague on the steering. A I pulled into the yard the car was lifted straight up into the air for the underside pre MOT checks.

The car was now filthy underneath on arrival, Adam and Mark checked things over as I freaked out trying to clean around where they weren’t checking. Mark did make a comment, not that I can repeat his comment on a family blog, but it was along the lines of; please can you get out the way 😂 He was right though, I was getting in the way, dirt was upsetting my OCD and I had to clean the white bits and the more difficult bits to get to when the car is on the floor. A large bag of new car cleaning white towels were taken with me just for this purpose along with some degreaser and detailing products.

Meanwhile inspections moved from the back to the front of the car where Adam found some play in the lower control arm ball joint on the passenger side. It was a very short discussion to replace it. Adam returned a couple of minutes later with a new boxed one. Since being restored eleven years ago now, the car has only done 7,000 miles since then. Why this particular ball joint failed we don’t know, it has always greased and there was no reason for it to have failed, but it had. This goes a long way to prove a point that I made at the beginning, you can’t take it for granted that if it looks new and not used, the car is actually road worthy!

The lower arm separated easily and wasn’t too much of a job, this part doesn’t need a geometry reset as it can only go back in one place. The offending arm unceremoniously hanging in the wind here as the cross member had to be partially loosened to get the main bolt out.

While everything was being bolted back into place at the front, I started to work on the rear brakes. The drums came off where the shoes and drums were checked over for any unusual wear or damage. Things still looked great after a little brake cleaner and a compressed air blow through.

The rear shoes were backed off, the drums and wheels put back on. The car was be lowered to the ground onto it’s own weight so that all the wheels could be torqued up correctly before being lifted back up in the air to adjust the rear brakes properly.

After everything was adjusted I took the car for a little road test and back to the yard as the guys wanted to know all was good before they let me take a longer drive. Adam called the MOT guys to say I was on the way, a little later than expect due to the suspension fix. The MOT centre was a quick drive some fifteen miles away. I arrived and was directed straight into the garage where I handed the keys over to the MOT guys to do their thing.

The car passed the test with flying colours and I’m all set for another year of safe motoring. The car needs a proper good ol’ clean now and a service of oil and checking of fluids once again. After the MOT I called back into Mustang Maniac as I have to basically drive past it. Adam gave me an old box to put my failed control arm in as I wanted to take it apart when I get a moment which was today.

I cleaned the arm up noting there was plenty of grease about which you can see and around the top of the ball joint. The rubber was in perfect condition and not perished.

I cut the rubber off the ball joint which was still substantial and needed a few cuts all the way round to get it off.

I cleaned all the grease away to expose the top of the ball joint, nothing out of the ordinary struck me, apart from the fact it was extremely notchy and stiff.

The grease nipple was removed and I checked the grease depth with a thin screwdriver which was full of grease and fresh grease at that.

I tried to take a couple of photos to show inside where the grease can just about be seen.

I turned back to the rubber and spotted one small point, a section inside the gator was dry, no grease there at all, but there was full grease elsewhere. Very odd, you can see the dry part where I just happened to make the vertical and slanted cuts.

Reverting back to the control arm I had another up close inspection, There top of the ball joint was scared marked with the arrows on the stud at the base (left side of the pic below). To the right there are a couple of arrows that are pointing to a sharp lip which looks to have broken.

The tolerances on that side of the collar (below left) are bigger than the tolerances on the opposite side (below right).

All I can think is that perhaps I have jammed my car down a pot hole, which I don’t remember as I always drive around them. Or I have caused damage driving over a crappy field or two to park up for a show, that I do remember, frequently. I did squirt some Gibbs Brand Lubricant into the grease nipple hole and around the top of the ball joint. Letting Gibbs penetrate for a while I could start working it around which did eventually free up and was movable by hand again, but it did still feel very grindy.

The only thing I can think of is that a piece has lodge somewhere and cause a seizure that I can’t see causing the wear and the eventual failure. The movement was notchy and what felt does feel like a score mark somewhere. But I can’t really see any thing glaringly wrong with the part in the first place.

Tips for greasing the control arms.

Locate the grease fittings on the control arms, bushings and ball joints. Wipe each fitting clean before attaching the grease gun; forcing grease through a dirty fitting can push grit into the joint. Pump slowly until you see the old, dirty grease begin to purge out of the boot. That’s your signal that the cavity is full and fresh lubricant has displaced the old material. While you’re under there, look for cracked rubber boots, torn bushings, or joints that won’t take grease at all, those are signs the component may be worn or damaged.

Never over‑pressurise the joint; if you keep pumping after the boot is full, you can rupture the rubber and shorten the life of the part. Never use the wrong grease for suspension components which typically need a high‑quality chassis grease, not general‑purpose or lithium‑complex greases meant for other systems. Never grease a joint that’s clearly damaged in hopes of “quieting it down” as lubrication won’t fix a worn ball joint or bushing. It goes without saying that driving on a failing suspension component can be dangerous, potentially lethal.

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Taking you back to the beginning of this post, older cars like to be driven. If these classic cars and not just American muscle, any classic car is standing for a length of time especially outside, don’t take it for granted everything is fine next time you get back in it. Always give the car a full check over before a new season starts, typically when many classic cars come out to play, or when you get the car out from any sort of storage. The annual oil change is an ideal time to climb around under the car, check the rubber bushing and grease everything. Check for oil leaks, or fluid leaks. Always check the brake fluid, transmission and radiator fluids, washer bottles etc. Take mechanical care to maintain your car and not just for the looks of it. Even with all that said, I still had a failure for no logical reason at all, as all initial inspections looked fine. Would driving my car help in this control arm failure instance? I very much doubt it, but something failed and a serious mechanical part at that. What I mentioned at he beginning is still very relevant and you really should pay attention to it and make it a best practice every year. After all that?

Bring on the first car show!

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TomTom GO 600 Battery Replacement

After some twelve plus years I now have an issue with my most trusted TomTom Go 600, the battery has died. You may be asking why am I bothered as Google Maps is available phones, updated regularly and works, some consider it better than many dedicated SatNavs, TomTom or Garmin to name just a couple. Even my daily driver has an up-to-date SatNav which I use, a lot. This TomTom Go 600 is used in my Mustang and sits on the centre console in a weighted mount setup. I need guidance to virtually any location where I can’t see my own house. I honestly get lost anywhere, even somewhere that I’ve been before, often a standing joke with friends and family. I prefer to use the TomTom instead of the phone with google maps and the smart watch on my wrist for turn by turn notifications which is great, but the phones battery gets drained before I even get to the location. At car shows most of the phones battery is used up with the camera usage and then a little bit of reading while sitting in my chair. I often take a backup charger with me just in case I need to charge the phone, but it’s a pain. It’s often easier to plonk the SatNav on the console, plug it in so there is no battery worry on the phone. Besides, the screen is bigger on the TomTom and the sound is louder for directions.

On this device the battery lasts about one hour when not plugged in, or I can’t be bothered to plug into the cigarette lighter for the shorter trips. The battery no longer holds a charge of any sort, often to the point that even with power from the cigarette lighter, it can’t hold the power so the unit has shut off on me a few of times. Without external power, the device hardly has enough power to show the empty battery symbol and just dies, not even a proper shut down.

After a quick bit of research I found video on YouTube as a tutorial on how to change the battery, it was worth a go. Why go to the bother, just get an up-to-date model? I certainly could upgrade, however this model has free map updates for life! After twelve years, every few months I get a map update. This device owes me nothing, so a replacement battery and some cheap tools from Amazon £20 all in, would be worth a go. The battery arrived the next day along with the tools needed to take these sort of devices apart. I also needed a pen knife, a blunt one which is sometimes used to open packages etc.

Disclaimer: If you attempt this repair, it’s of your own choice and I won’t be held responsible for any damage or loss.

My experience of the practical wasn’t so easy as the video suggested, so I thought I would document what I did to fix it. I don’t know if the models are designed differently after a while, but my internals were a little different to the YouTube video even though it was the same model designation.

The first step was to separate the two halves of the device, this is where the plastic tools came in, well to start with anyway.

Close-up of a person's hand holding a TomTom Go 600 device with a plastic opening tool inserted, revealing the ports and button layout on the back.

The two parts we so well together I had to get the penknife to get between the two halves and lever them apart. As I worked my way round I used triangular picks in various place to stop the device snapping back together again. There are no screws that hold the two halves together. As the device separated I heard a couple of little snaps where the plastic catches has snapped below right. I was not brutal in fact rather careful, perhaps the plastic is getting brittle with age. The face has a little piece of tape which holds the screen ribbon in place just before the connector itself to the main motherboard.

With the screen out of the way the plastic flat ribbon needs to be eased out of the connector by moving the white clamp towards the ribbon which will release the pressure on the clamp and allow the cable to be pulled out.

The two halves are now fully separated, put the screen to one side out of harms way. The below image shows one of the additional sprung connections at the tip of the screw driver. These are delicate and transfer the touch inputs of the screen to the main board. Hence the flat metal plate that is on the back of the screen.

A close-up of a screwdriver being used on the internal circuit board of a TomTom Go 600 GPS device.

Next we need to disconnect the speaker and the battery connections, using the plastic tools separate the two plugs.

Get yourself a nice set of screw drivers to remove the five flat cross head screws holding the circuit board to the back case.

With the screws removed lift the top of the board, the opposite to the connections at the bottom. With the board elevated you can then slide the bottom half of the board out of the case. With the board also put out of harms way the battery is exposed at the bottom. The battery will need to be prized away from the case as it’s stuck in place with double sided tape. As with all Li-ion batteries be very very careful.

A close-up view of a new battery for a TomTom Go 600 GPS device, showing its black casing and attached wires against a wooden surface.

The old battery and the new one side by side. The new battery on the left has a slightly higher capacity which should retain a little longer life. the original battery is on the right.

Image showing two replacement batteries for the TomTom Go 600, one labeled 'CELLONIC' and the other labeled 'TOMTOM', side by side on a wooden surface.

In the box supplied with my battery was fresh double sided tape, which needs to stuck on the back to hold the battery in place. The new battery is slightly smaller but still sits neatly in the area. Make sure that the wires are near the speaker and not the opposite end or they wont be long enough to connect.

Interior view of a TomTom Go 600 device showing the battery and speaker components.

Take the circuit board and align the bottom of the board to openings. Gently lay the fish the two sets of wires through the hole in the circuit board and then lower the board down into place. Align the screw holes and lightly screw into place. This will allow you to pick the device up and make sure the connections are fully located correctly. Once you are happy with the alignment fully tighten the five screws, do not over tighten. Next re-insert the battery and the speaker cables to the back of the board.

Close-up of the internal circuit board of a TomTom Go 600 GPS device, showing components like connectors, a speaker, and metal shielding.

Hold the screen near the main circuit board that will allow the flat cable to fall above the ribbon connection. I couldn’t take pictures at this point as I needed both hands. While holding the screen still gently guide the flat ribbon into the opening evenly. Do not force the ribbon or it will kink, the ribbon should just slot into place. Once the ribbon is fully inserted in place, slide the white clamp away from the ribbon to clamp the ribbon in place. Both the screen and the ribbon should now be connected. Very lightly pull the screen to make sure the ribbon does not pull out.

Lay the screen onto the case to align the two halves again. Make sure that the sprung connectors are not damaged be fully lowering the screen down. Starting at the bottom snap into place and work up the sides to the top. As you snap the case together make sure the connections at the bottom are stay correctly aligned. The broken clips were at opposite ends of the device so it didn’t prevent re-assembly of the unit.

Close-up view of the bottom side of a TomTom Go 600 GPS device, highlighting the various ports, buttons, and connectors. A hand is holding the device against a wooden surface with tools visible in the background.

Now turn the device on.

A TomTom Go 600 device displaying the startup screen with a world map and the TomTom logo.

Now check that the screen is still touch responsive once the unit has fully started.

A close-up view of a TomTom Go 600 GPS device displaying its main menu with navigation options, held in a person's hand.

Once everything was working I was able to give everything a clean and full charge. The difficult part was separating the two halves without damage. The YouTube video showed it almost falling apart which wasn’t the case. The plastic tools weren’t quite man enough to separate the halves, hence the use of the pen knife for a little more robust leverage. Once apart it was pretty simple to remove the board, replace the battery and re-assemble.

Total time taken: 40 mins

Difficulty Level: 4 out 10

Conclusion: the only real difficulty was taking apart without damage and re-aligning the motherboard ports to the bottom of the case.

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Reasons why the Mustang is still popular

There are only a handful of cars that carry the same recognition and emotional pull as the Ford Mustang. Since its debut 17th April 1964 at the New York World Trade Fair, the Mustang has remained one of the most iconic cars on American roads. Its mix of performance, style and heritage has helped the brand survive changing automotive trends within a competitive market. Even today, collectors, enthusiasts, and casual drivers find reasons to admire and own these classic cars. For some, searching for a wrecked Mustang for sale or browsing junk cars for sale is a way to restore a piece of history and connect with the legend. Dry states in America as we refer to them here in the UK, still contain a treasure trove of cars that are worth restoring or even buying them just for those hard to find original parts.

A row of vintage Ford Mustangs in various states of disrepair, lined up in a grassy area near a building.

A Strong Legacy

The Mustang was introduced in 1964 it quickly gained a loyal following, the demand far outweighed the supply and Ford couldn’t make them fast enough. The Mustang sales had set records that still haven’t been matched to this day. The Mustang represented freedom and individuality during a period of cultural changes taking place in America. With its long hood, endless options of engines and gearbox, short rear deck and the sporty stance, it established a design that influenced decades of vehicles or ‘Pony’ cars. Generations of drivers grew up with the Mustang, making it more than just a car, it became a cultural touchstone tied to movies, music, and motorsports.

Timeless Design

One of the key reasons for the Mustang’s enduring appeal is its design. While the car has evolved over the years, each version retains that unmistakable Mustang character. The bold grille, aggressive body lines, and muscular stance are instantly recognizable. Owners and fans often mention that the later modern Mustangs capture the essence of the originals, we won’t mention a couple of designs during the oil crisis, where styling went slightly off the rails. The blend of nostalgia, performance and modern engineering makes the car attractive to both young buyers and long-time collectors.

Performance Options

Performance has always been at the heart of the Mustang. From affordable base models to high-powered GTs, the much sought after Shelby variations and even tuners like Saleen, the Mustang offers a wide spectrum of driving experiences. V8 engines, roaring exhaust notes, track ready with the thrilling acceleration keep enthusiasts coming back for more. Even with recent moves toward more efficient engines like the Eco Boost or the controversial ‘Mustang’ Mach-E, Ford ensures that the Mustang still delivers an exciting ride while keeping the soul of the Pony car alive. This fine line balancing act between tradition and innovation strengthens its ongoing popularity for each generation of car and the generations of owners to come.

An Affordable Entry Point

Unlike some sports cars that remain out of reach for most drivers, the Mustang has always provided a good performance for your buck. Even today, buyers can get into a Mustang without the steep price tag of European competitors. Saying you own a Mustang has element of coolness to it. The affordability for base models makes it appealing to first-time sports car buyers, young drivers, and collectors alike. Many enthusiasts also find older models to restore or customize, often through salvage markets and the vast aftermarket parts available. I know of a couple of owners who have new Mustangs and maintain or are restoring a classic Mustang as well.

A collection of abandoned and partially restored Ford Mustang cars in a grassy area surrounded by trees.

Strong Enthusiast Community

The Mustang community is one of the largest and most active car groups worldwide. Car clubs, forums, and events bring together owners and fans to share their passion. Annual Mustang meets and local shows showcase restored classics, modified builds, and brand-new models. This sense of belonging and shared enthusiasm helps keep the Mustang relevant across generations. Even belonging to a Mustang Owners club of some sort can get you cheaper insurance.

Pop Culture Presence

From the Mustang’s role in Bullitt, Gone in 60 Seconds (both films) to appearances in modern film and television, the Mustang has long been tied to American pop culture. Its on-screen presence reinforces the car’s image as powerful, stylish, and dare we say rebellious brand. The car’s constant visibility helps introduce the Mustang to new audiences who may not have even considered one otherwise.

Conclusion

The Ford Mustang remains popular because it is more than just a vehicle. It represents history, identity, and performance at a price that appeals to a wide range of buyers. With its strong heritage, ongoing legacy, timeless design coupled with a vibrant community, the Mustang continues to inspire. For enthusiasts, owners and daily drivers, even a potential project car from salvage lot (scrap yard this side of the pond), the car still holds a value, proving that the Mustang’s appeal will not fade anytime soon as the legacy is already in the history books and still going strong.

When I get asked at car shows (which I frequently do), why do I like the Mustang or why did I chose a Mustang? Those are just a few good reasons I can think of!

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Fill Her Up

Many classic cars of the bygone era of the ’60s & ’70s, not just Mustangs were fitted with a fuel filler pipe that was quite big diameter. The fuel back then was Leaded or Four Star fuels to be pumped through a larger nozzle which filled more of the filler pipe, which makes perfect sense. When pumping was complete, the pump would click off and it was job done. However, with the move to the dreaded ethanol based fuels the filler pipe holes were made smaller along with the pump heads themselves. Fuel pumps from today have the much smaller hole which ensure a snug fit and allow the pump to shut off as you would expect. The problem with classic cars owners now have since this change is that the the large diameter filler pipes still take the smaller pumps which fill at similar rates, but at higher pressure. In turn that when the filling is complete, the fuel should stop the nozzle to avoid over filling, but it more often than not doesn’t. The reason is that pumped gas under pressure can splash back around the smaller nozzles, down sides of the filler pipes and out the top. This invariably results with some splash back out of the filler pipe over the paint job, bumper and if I’m unlucky, me if I happened to be standing in the wrong place. With this in mind I tend to go through some performance of getting a microfibre cloth, laying it over the bumper ready to clean up quickly when I top the tank up. I sometimes get strange looks as to what I’m doing before filling up.

This waste of fuel, smell on your clothes and potential damage to the paint work over time has always been an annoyance to me, but it’s part of the ‘joys’ of owning a classic car. I know many other Mustang owners as well as other manufacturers in fact that suffer from this issue. I just happened to be browsing through a Mustang forum where I spotted a link where somebody had modified the 64 – 70 Mustang filler pipes, a totally random link lead me to a discussion. The filler pipe size was exactly the same as the original, but inside is a simple fitted anti splashback valve. The valve is designed for the unleaded fuel pump nozzles sizes of today 13/16″ and should stop the splashback problem.

After a bit more research I got in touch with the guy and ordered one. A couple of weeks later it arrived and got round to fitting it as the sun came out over the weekend. Below shows the inside of the filler pipe with the anti splash back valve.

I have created a full step by step fitting guide for the filler neck here, but I have shown the basics steps of fitting it below.

This is an exact replacement for the standard filler pipe. The only minor difference is the bottom of the filler pipe has a slightly ribbed bottom which should aid in sealing of the hose to the pipe.

The only difference as i mentioned is the internal fuel valve. The definition of fuel ‘valve’ is a piece of sprung metal behind the reduced filler neck size opening. There are a couple of breather holes as well, two at the top and one where the bottom of the flap finishes almost at the bottom of the filler opening. The inner valve is held in place with a few dimples and a bit of JB Weld.

Roll the trunk mat out of the way to expose the top of the fuel tank. I have a a sound deadening mat on top of my polished tank which is semi stuck down. Remove the fuel cap, if you have the security version like mine there is a threaded bolt that goes through the filler panel and held in place by a nylon nut. Undo the nut and remove the security wire and the cap.

There will be four bolts around the outside of the flange which will need to be removed.

Inside the trunk there is a rubber hose clamped in place by two wire fittings. It’s easier to undo both the top and bottom clamps. Either the fuel pipe needs to come out of the rubber hose. Or pull the rubber hose up of the neck of the fuel tank itself. Either way is fine, you just need to remove the pipe from the hose.

In my case the hose came off the tank first. With the fuel pipe now free, remove the hose from the pipe otherwise the filler will not go through the panel as the opening is fairly snug.

Fully remove the pipe along with the cork gasket from the rear panel. Be careful not to let anything full into the open top of the fuel tank, I placed my fuel cap over the opening to prevent anything falling in it.

With the pipe removed I cleaned and applied a long lasting wax to the paint before i added the cork gaskets back on. You only need one gasket, but I like two, as it helps with the alignment of the filler pipe and also gives a little more protection of metal filler pipe flange to the paint.

Add the gasket(s) on the pipe before before feeding the pipe through the rear panel.

With the pipe through the panel it’s easier to fit the hose to the pipe by turning it ninety degrees. Then turn the pipe back round to the correct position and then you can simply press down the hose to the fuel tank opening neck.

With the hose now in place we can add the screws to hold the pipe’s flange to the panel. I started by adding the anti theft bolt through the gaskets and the panel. Add the washer to the front side of the flange, then the second washer inside and finally the nylon lock nut on the inside. Don’t tighten anything up just yet.

Next arrange the clamps how they should be on the rubber hose. When I first fitted the filler pipe and the hose I had the clamps on the inside of the trunk, this mean that things like cloths would catch the bolts. See below right hand photo. I never changed their position until now. The clamps should be between filler pipe and the rear panel so they are out of the way. Left and middle photos below. Lightly tighten the clamps just to hold them in place for now.

Align the gasket(s) up to the holes and add the rest of the screws to the flange and gently tighten up to allow for final adjustments.

With the screws in place start to tighten them up and the bolt for the security wire. Ensure the security wire is aligned with the outer part of the flange, or you won’t be able to fit the cap back back on. Tightening of the bolts or screws will pull the pipe into position on the panel. Now go back to the hose clamps and fully tighten them both up as the rubber will take the difference of alignment up. Recheck all bolts are tight.

The filler pipe was a like for like swap, but now I have little more bling under the trunk with the nickel plating looking great.

From the outside there is no difference to see. But, on the inside there is something (in theory) to stop me getting my regular splashback on fill up. Once I have taken the car for the next fill up I will give the results if the splashback is cured with this little project. It can’t be any worse no matter what happens.

I’m now intrigued to know if any other classic car owners have the same problem, or have hacks that they can share with us.

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Beaten To It

For quite a while I have been thinking to myself, wouldn’t it be good to have a nice reference guide for collectible Mustang memorabilia or for the rarer items from the past. I even thought to myself perhaps I should start looking into it and undertake the monumental task of trying to collate one. I perched myself in a comfy chair and started to look around the internet. Then up popped a book up on one of my searches which was published over twenty years earlier, already covering what I had in mind. I was gutted, but at the same time relieved. The book was authored by Bill Coulter and called Mustang Collectibles which looked to cover more or less what I had in mind. My search on eBay found it for a ridiculous price three times the price of the original publication. I tried to find a new copy, but couldn’t, in the end I settled for a second hand copy found in a USA book store, all for the reasonable and almost original published price of $25 plus shipping of course to the UK.

I reviewed the book here which I thought I should share on my Blogsite. The only downside is that it’s now well out of date by a couple of decades, but that didn’t effect my review score which is based on the time it would have been published. There are over 200 items covered, but it does miss things like third party manufacturers like Avon aftershave bottles way back in the day. Things that are now highly collectible are items related to the 1964 World Trade Fair for the Mustang launch. Throw away items such as entry tickets, leaflets, magazines, sales brochures (I’m still looking for an original 1964 version), original owners manuals, or even the boxes for the items that they came in originally can command strong money. Autographs are obviously are still highly desirable now days, sadly for people today they take selfies instead. It’s not quite the same as somebody taking their time out to sign something for you. I do own verified autographs from Carrol Shelby and Lee Iacocca which are some of my more prized possessions. (All these pics below are from my own collection.)

If anybody knows of another resource which is more up to date, then please do let me know. Realistically I don’t think I could have created the book, as I’m not in the USA and there is just so much memorabilia out there, I wouldn’t know where to start or have the time, maybe it’s a job for retirement. I’m also pretty sure that the people who would know about all these things will have moved up to the great car lot or sales offices in the sky.

During the winter I spend time looking for little upgrades, this year is no different. When I or any of these classic cars, not just Mustangs with large filler necks fill up, the fuel pump doesn’t shut of in time when full and more often than not the car gives a gulp of fuel splosh back out the filler pipe. I did get wise to this fairly common issue pretty quickly though. Now whenever I fill up I always put a cloth over the rear bumper ready to catch any spillage and ready to mop it up, especially off the paint job. While I was looking through some Mustang forums I found a random thread talking about an anti splashback modification which fits within the original filler neck. After checking it was all legit, I ordered one and it came a week or so later, in fact the same day as the collectible book I talk about above.

I will be doing a review and a fitting guide for this mod part soon, only when the weather is nicer of course. It should be a simple fitting but really effective upgrade. It’s an out of sight mod that could make a big difference to my Mustang driving experience, mainly because I now won’t stink of Shell V-Power petrol after a fill up!

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Avoid Relocation Woes

Moving Your Prized Mustang: A Complete Guide to Auto Transport and Relocation

Wanting to travel with your prized Mustang everywhere is natural. Once you’ve driven one, it’s hard to go back to any other vehicle.

But what do you do in scenarios where you can’t take a week to travel across the USA and need your vehicle on the other coast?

Or what if you’re going to move internationally?

In today’s article, we’ll dive into how to relocate your prized Mustang so you not only get your vehicle to your new destination ASAP but you get it there safe and sound.

Read on below.

1. Plan Your Move Ahead of Time

Transport companies are like airlines: the closer you are to the shipping date, the higher the price is going to be. If possible, always plan far ahead of time so that you can get a better discount on transporting your Mustang.

You can also consider leaving your vehicle in storage until you’re prepared to arrive at your final destination. If you’re moving countries, then having it stay in storage can be a good idea so you can have your Mustang ready to roll. Remember, overseas vehicle transportation can take months depending on the time of year and type of shipping you decide on.

2. Find a Suitable Transport Company

Not all transport companies are the same, and not all vehicles are shipped in the same fashion. When it comes to shipping Mustangs, ideally you’d like to go with someone who has experience shipping classics, like A1 Auto Transport classic car transportation services.

What’s important is that you find a transport company that has a footprint online, so you know that you aren’t handing off your vehicle to some random company. You can get free quotes beforehand, so there is never any commitment until you find a price that you’re happy with.

Always ask for a total quote so that you can know ahead of time what it’s going to be. Shadier companies will often do bait-and-switch pricing, causing the price to be increased by 25% or even more on arrival. It’s important to verify the amount of insurance coverage you’ll have, as some Mustangs can cost quite a bit and you do NOT want to risk insurance that doesn’t fully cover the vehicle.

3. Decide on the Type of Shipping

When shipping your Mustang domestically, you have two options: open and closed trailers. An open trailer is one that you likely have seen many times driving up and down the interstates. They can haul up to 12 vehicles at once and are economical as they can load many vehicles simultaneously.

Closed or “enclosed” trailers are best for protecting your expensive Mustangs during longer journeys. No one will know what is inside, which will prevent any damage or theft from eager onlookers. If you’re shipping a vehicle that doesn’t work, then you’ll have to go with an enclosed trailer rather than an open trailer, as the vehicles have to be driven on and off the trailer.

4. Prepare the Mustang for Transport

Once you’ve decided on your transport company and the type of shipping, you’ll want to prepare your Mustang. The first step is to clean the outside and the inside. You may ask, “Why do I need to clean it before?” The reason is that you want to take photos of the vehicle before you hand it off.

Ideally, you’d like to have these photos signed by the transport company so that if a claim is needed later on, you’ll have definitive proof that the vehicle was in good shape. It protects you from receiving the vehicle damaged and dealing with an unwilling insurance company that claims the Mustang was damaged before transport.

Remove any loose objects from the inside, and if your Mustang is a convertible, put up the cover so the interior doesn’t get wet. Do NOT leave any valuable objects inside the vehicle as these items will not be covered by insurance.

Transport companies require you to have the gas tank lowered to a certain amount, typically around 1/4 of the capacity. If you don’t know how to remove the gas from the gas tank, you can ask your transport company for guidance.

5. Pick Up Your Mustang

Once you and the transport company have done a final check on the vehicle, all that’s left is to pick up your Mustang on arrival. You typically will have to meet the driver at a designated location, but you can have it delivered right to your door for an additional cost.

Before you sign off that everything is OK, do a walk-around and double- and triple-check all is OK before signing any documents. Once everything is signed off, all that’s left to do is enjoy your Mustang in all its glory.

Conclusion

Transporting a Mustang is like transporting any other vehicle, but considering how expensive some classics can be, it’s always best to have it transported as safely and securely as possible. Always go with vetted transport companies and ensure that you’re not handing off your vehicle to a random fly-by-night entity.

As long as you’re doing your homework beforehand, you’ll have your Mustang at your final destination, ready to go. Consider even leaving it in storage if necessary ahead of time, so it’ll be in your target location once you’re ready to go.

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Unexpected Find

I have been asked a few times how do I tune my carb up. The simple answer is try not to. It’s a dark art that I have mentioned many times before in past posts. Over the course of last weekend I was looking for something that I have lost, last seen in the garage. It’s highly unusual for me to loose anything in the garage I must say. Through my rummaging and looking around I found a printed copy of the Holley ‘Classic’ series carb manual. This print out originally came from a PDF file that I had downloaded years ago and forgot all about when i got my Holley 600CFM carb. My first thought was this would make a good page for some official help with these carbs. Although I didn’t find what I was looking for, I did find something I wasn’t looking for. When I got back inside I scanned all my back up files on my PC and it wasn’t there. I delved deeper into archived drives and searched the back ups of my old mobile phones before they were wiped and traded in. There it was sitting in a download folder from about four devices ago with some other random stuff. I copied the file back to the blog storage and decided to convert the PDF into a page to be viewed on my blog here, or copy and paste this link below into your browser:

Holley Carb Classic Series Manual (onemanandhismustang.com)

The page article is quite long with lots of pictures and a step by step process to follow. It covers the initial installation, removal, adjustments, fine tuning and repairs should you need it. Here are a few screen dumps of the page itself. The original is about sixteen pages of PDF and these few small clips gives you an insight.

There are diagrams and how to install the ‘Classic’ series 600CFM on different makes of cars and setup. There is a wealth of information within the manual regardless of make and model. The Holley 600CFM carb is not proprietary to Mustangs, it can be fitted many makes and models and the variations are covered within the manual itself.

There are clear and easy to use diagrams which help with trouble shooting as well.

To make things easier I have also uploaded the the original PDF file that have re-found and downloaded at the time I got my carb. This can also be downloaded from the button below.

Holley Carb 2Download

Not all carbs are the same as they have different adjustments, chambers fittings and mountings. However the principle is the same, the fuel and air need to be mixed at idle, normal driving and heavy load or acceleration. The Holley manual gives a good overview of how they work. For basic carbs there are single, two barrel or twin valves and perform the mixing of the fuel and air for for the engine to work. Mostly this style of carbs either two or four barrels are common in standard older road cars, before the introduction of fuel injection processes that are considered to be more economical. What is the difference between the two and four barrels and do we really need another two barrels?

The primary differences between a Holley two barrel and a four barrel carburettor is their design, functionality and application, which will affect the air-fuel mixture delivery to the engine making it more efficient and delivering more fuel and air mix, in turn more power and or torque.

Holley Two Barrel Carburettor

  1. Number of Barrels: As the name suggests, a two barrel carburettor has two venturi or barrels through which air and fuel are mixed and delivered to the engine.
  2. Air-Fuel Flow: It has a simpler design with fewer moving parts and typically provides a lower volume of air and fuel mixture. This makes it suitable for engines that do not require high levels of fuel flow, like those in everyday street vehicles.
  3. Fuel Efficiency: Generally, two barrel carburettors are more fuel-efficient, as they deliver a steady and controlled amount of fuel suitable for normal driving conditions without excessive fuel consumption.
  4. Performance: They offer adequate performance for smaller or less powerful engines and are not designed for high-performance applications. They are often found in standard passenger vehicles, where fuel efficiency and drivability are prioritized.

Holley Four Barrel Carburettor

  1. Number of Barrels: A four barrel carburettor has four venturi, essentially doubling the potential air and fuel flow compared to a two barrel carburettor. This configuration includes two primary and two secondary barrels.
  2. Air-Fuel Flow: This type of carburettor can provide significantly more air and fuel to the engine, which is beneficial for high-performance applications where more power is required, such as in racing or muscle cars.
  3. Fuel Efficiency and Performance: While they can deliver more fuel, four barrel carburettors can also be more fuel-efficient under normal driving conditions because the secondary barrels only open when additional power is needed. This allows the engine to run on the primary barrels during light load conditions, conserving fuel.
  4. Application: Four barrel carburettors are designed for performance-oriented vehicles that require greater fuel flow to achieve higher power outputs. They are more complex, with additional components to manage the secondary barrels’ opening.

In summary, a single or two barrel carburettor is typically used in standard vehicles for everyday use, offering simplicity and fuel efficiency. In contrast, a four barrel carburettor is used in high-performance applications, providing the capability for greater power output and higher fuel flow when needed.

Drag racing cars use high CFM (Cubic Feet per Minute) carbs by default as they deliver more power due to the higher amounts of fuel that can be produced and mixed with more air. Various configurations of carbs on spacers or types of opening in the manifold will produce more low down torque or higher top speed. Drag racing crews often state that carbs use less fuel than EFI (Electronic Fuel Injection). During drag racing the carb valves are held wide open to give the maximum intake of fuel and air for combustion to give power and torque, the racing crews are not particularly worried about idle or general driving. The carb can also be paired with super chargers to compress even more fuel air mix into the engine giving even more power. That is whole nother story for another day.

Carb manufacturers often use similar terminology such as these:

Primary Valves

  1. Function: The primary valves are the main components for regular engine operation, handling most of the air-fuel mixture delivery during idle, cruising, and light acceleration.
  2. Components: They include throttle plates (butterflies) that open as the driver presses the accelerator, allowing more air to enter the engine. The fuel is mixed with this air in the venturi, a narrow section that increases the velocity of the air and helps atomize the fuel.
  3. Operation: These valves open gradually in response to the throttle position, providing a smooth and controlled fuel delivery for efficient engine performance.
  4. When a carb fitted car starts up they are usually running a ‘choke’ to give even more fuel (rich) mixture while the car warms up. This process is normally a mechanical or electrical plate that closes or partially closes the air intake on the primary valves

Secondary Valves

  1. Function: Secondary valves provide additional air-fuel mixture during heavy acceleration or when extra power is needed, such as during rapid acceleration or high-speed driving.
  2. Components: Like the primary side, the secondary side also has throttle plates, but these are typically larger to allow a greater volume of air and fuel mixture when open. Some carburettors use mechanical linkage, while others use a vacuum mechanism to control the opening of the secondary valves.
  3. Operation: The secondary valves open either mechanically (linked to the primary throttle plates via a cam) or via a vacuum system that senses engine load and demand for additional air and fuel. They remain closed during normal driving to conserve fuel.
  4. Secondary cams can be custom adjusted to come on earlier or later as required for the type of power delivery required.

Differences of primary and secondary valves

  1. Size and Flow: Secondary valves are usually larger than primary valves, allowing for increased air and fuel flow during high-demand situations.
  2. Control Mechanism: The primary valves are directly controlled by the accelerator pedal, while the secondary valves may use a mechanical linkage or vacuum actuation to open. This setup allows for a more progressive and efficient increase in power.
  3. Fuel Delivery: The primary circuit handles most of the fuel delivery, ensuring efficient operation under normal conditions, while the secondary circuit kicks in for performance situations, providing an extra boost of power.
  4. Under snap or sharp acceleration there are additional jets that squirt the primary and secondary valves to boost the initial fuel mixture. If this wasn’t the case when the valves open, the initial suck in of air would run to lean and not give enough power to the cylinders.

Manufacturers of Carbs

Holley and Edelbrock are two of the most popular brands of carburettors, especially in the aftermarket performance market. While both companies produce high-quality carburettors, there are distinct differences in their design, tuning, and performance characteristics. I will concentrate on these two manufacturers for now. There are many other specialist manufacturers of carbs for specific types of applications out there as well, but they tend to be much more specialised.

Holley Carburettors

Design and Features:

  • Modular Design: Holley carburettors are known for their modular design, which allows for extensive customization. They typically feature replaceable jets, power valves, and accelerator pumps, making them highly tunable.
  • Mechanical or Vacuum Secondaries: Holley offers models with both mechanical secondaries, which are linked directly to the throttle, and vacuum secondaries, which open based on engine demand.
  • Double Pumper Options: Holley’s double pumper models use dual accelerator pumps, providing an extra fuel shot for aggressive throttle applications.

Pros:

  1. Customization: Highly customizable due to the wide range of interchangeable parts, making them suitable for fine-tuning specific performance needs.
  2. Performance Focused: Holley carburettors are often favoured in racing and high-performance applications due to their tunability and ability to support significant horsepower.
  3. Availability of Parts: Extensive availability of aftermarket parts and tuning accessories.

Cons:

  1. Complexity: The high level of tunability can make them more complex to set up and adjust, which can be daunting for beginners.
  2. Maintenance: Requires more frequent maintenance and tuning to keep them running optimally, especially in high-performance environments.

Edelbrock Carburettors

Design and Features:

  • Simple Design: Edelbrock carburettors feature a simpler design with fewer parts compared to Holley, which can be advantageous for ease of use and reliability.
  • Mechanical Secondaries: Typically, Edelbrock carburettors use mechanical secondaries that are linked to the throttle position, providing a more straightforward operation.
  • Electric Choke: Many Edelbrock models come with an electric choke, which simplifies cold starts and improves drivability in various conditions.

Pros:

  1. Ease of Use: Generally easier to install and tune, making them more user-friendly, especially for less experienced users.
  2. Consistency: Known for their reliability and consistency in performance, with less frequent tuning needed.
  3. Fuel Efficiency: Often more fuel-efficient than Holley carburettors, making them a good choice for street-driven vehicles.

Cons:

  1. Limited Customization: Less tunable than Holley carburettors, which might limit their performance potential in highly customized or extreme performance applications.
  2. Parts Availability: While parts are available, there is a less extensive aftermarket for tuning components compared to Holley.

Summary

  • Holley carburettors are ideal for those seeking maximum performance and customization. They are well-suited for racing and high-performance applications but require more knowledge and maintenance.
  • Edelbrock carburettors are user-friendly and reliable, making them a good choice for enthusiasts looking for a straightforward installation and consistent performance, especially in daily drivers and lightly modified vehicles.
  • There is are parameters to the carb sizing. A to big a CFM will cause ‘bore wash’ where fuel is unburnt in the cylinders and washes the oil lubrications for the cylinders walls. This will also be wasteful of fuel as it’s just being unburnt. This could also cause the engine to flood and some very poor running.
  • If the carb is to small not enough fuel air mix is provided and will cause poor running even running hot.

I have found some videos of a carb working under loads. These videos show, start up, revving, initial fuel shot under revving, and full throttle. The second video has a whining sound in the background, this is probably due to a super charger. Regardless of the make, the principles of how they work are exactly the same.

Sound On!

Carb Calculations

To fit a carb you can replace the like for like of course, but to get more power you don’t just slap the biggest carb on the engine you can. To big a carb will cause very poor running and give you the exact opposite you wanted and make the car worse. To small a carb will starve the engine of the full power potential. There are various online calculators to work out the optimal CFM carb size you need for a particular engine size, speed and efficiency.

That formula can seem complicated for calculating the correct CFM for carb on a particular engine. Broken down with an example looks like this:

CFM (optimal) = Cubic Inches x RPM x Volumetric Efficiency ÷ 3456.

Any ordinary stock engine will have a volumetric efficiency of about 80%. Most rebuilt street engines with the usual average bolt-ons have a volumetric efficiency of about 85%, while race engines can range from 95% up to 110% efficiency.

Example: Using a 355 CID engine x 5,500 max rpm = 1,952,500

Take 1,952,500 x .85 = 1,659,625

Then 1,659,625 ÷ 3456 = 480 CFM

Even with about a 10% cushion, a 500 CFM carburettor will handle this engine great. If you try this formula yourself, be honest with how much rpm the engine will see. You’d be better off with a carb smaller than needed rather than something oversized that can lead to poor drivability and performance.

Higher Tuning

There are various ways to improve, or fine tune a carb to the exact requirements. This will be changing of ‘jets’ or ‘cams’ as required.

  1. Pilot Jet: Located in the float bowl, the pilot jet provides fuel for starting, idling, and the initial 20% of throttle range. It draws fuel through small holes as air flows through the carburetor.
  2. Main Jet: Larger and usually screwed into the needle jet, the main jet controls the air/fuel mixture from around 75% throttle to full open throttle (100%).
  3. Needle Jet: This critical component controls fuel flow between 20% and 75% throttle. It consists of the hollow needle jet and the jet needle, which adjusts fuel flow as you open or close the throttle.
  4. Air Screw: A small brass adjustment screw near the carburettor inlet, the air screw works with the pilot jet for starting, idling, and initial power delivery (up to 20%). It allows slight adjustments based on atmospheric conditions.

Cams: are a mechanical parts that will determine when (usually) the secondary valves open and close. The cams can be made to bring on the deployment of valves earlier, later, wider or smaller openings.

Float bowls: will determine when the idle reserves of fuel or secondary valves reserves of fuel, again critical for smooth running.

Tip:

More often than not, when playing with carb settings do little bits at a time to see what happens. Ask your self why do i need to adjust the carb, is it running poorly because of poor fuel? Then adjusting the carb to sort it out will all need undoing again when you put good fuel back in.

Don’t change everything in one go as you will be in for a whole heap of hurt chasing your tail finding out what is wrong. Adjusting mixtures can have a similar effect of changing jets. Different cams or adding spacers and altering timings, you won’t know if one item has had a negative effect or a combination of things if the car runs badly.

I have gone into the depths of carbs and how they work, pro’s and cons of spacers, four hole or open hole, EFI controlled versions all in this page here, or copy and paste the link to your browser below.

How A Carburettor Works

There is just so much you can talk about and to be honest, and it’s a bit of a dying art to tune these carbs up, screwdrivers, spanners, vacuum gauges, experience, feel of the response in the car and probably most importantly – by ear. Take a look at the page above to see the intricacies of a carburettor.

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