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Installation Mock Up
A custom project like this is inevitably going to be fraught with challenges. After all, we are trying to take a kit designed for a totally different vehicle and adapt it to another. Thus it is wise to take the time to mock up the installation and be prepared to do this a dozen or so times until you reach a solution. For instance, one of the areas requiring some patience and creativity early on in our project was the pulley system. The photo series below shows how we resolved some of these issues.

The V-belt pulley system would have to be removed in order to utilize the Vortech blower pulley. Because the alternator and waterpump spacing is different on an early Mustang we'd have to carefully mock up the serpentine system.
 
To figure out pulley spacing we bolted the blower bracket to the engine then temporality set the head unit in place. Our point of reference would be the blower driven pulley.
     

Next we installed the big crank pulley which has an outer 8-rib pulley to drive the blower and an inner 5-rib pulley for the accessories. We had to clearance the fan shroud and will need to reposition the fan so the motor does not contact the pulley.
 
With the blower belt installed and verified to be in proper alignment, we worked on alternator and waterpump pulley spacing.
     

The alternator location on the Vortech bracket is designed to work with a smog pump mounted above the alternator. The L shaped bracket supporting the bottom of the alternator is intended to bolt to the underside of the smog pump.
 
To make this work we will need to fabricate a bracket or perhaps use a turnbuckle to support the alternator and to function as a belt tensioner. Shown is our initial attempt to use the stock-style '67 tensioner bracket, however it is slightly too short.
     

With the alternator position fixed and in alignment with the inner crank pulley we are left only with the waterpump pulley to deal with. We ordered up an "off the shelf" five rib pulley from ASP. While the offset is incorrect the fact it is not custom saves us some money. We can fix the spacing with shims between the pulley and pump flange.


This alternator location is intended for a 5.0L engine and pulley configuration. On an early Mustang it appears we may have to deal with possible belt rub against the lower radiator hose.
 
In order to determine how much offset is required of the waterpump pulley we mocked up the belt routing. Then we spaced the waterpump pulley outward on the pump shaft until the belt alignment appeared correct between the crank, alternator and waterpump pulleys. This also gives us a chance to check for interference issues with the belt and adjacent brackets, pulleys, or hoses.
     

By cutting off a 1/4" of this mounting boss on the aluminum blower bracket we can swing the 3G alternator body up higher. This may provide enough clearance between the belt and hose.
 
Another bit of customization will come with the routing of the upper radiator hose. The blower bracket blocks the path of the stock '67 hose. By replacing the early thermostat housing with a late-model unit we should be able to clear the bracket.
     

Another problem for which we have not yet determined a solution is the tight space in which to route a 3.5" diameter inlet hose or pipe. The inlet is partially obstructed by the valve cover. We believe some crafty welding of exhaust piping can resolve this issue.


Getting the compressed air from the blower into the carburetor has been resolved via this Extreme Velocity hat from Superior Airflow. We'll simply fabricate piping between the blower outlet and the hat from exhaust tubing.
     

The carb hat requires a quick and simple modification to clearance the divider for the carb stud. This divider is what sets this hat apart from other bonnet designs, and even carburetor enclosures. We'll cover this in more detail in an article coming soon.
 
Another challenge is to figure out the fueling modifications. Fuel pressure needs to rise proportionally to boost pressure. The easiest way is to boost-reference a mechanical fuel pump. Unfortunately, we are running an electrical pump. We'll have to work this one out in part II.



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Sources:

Superior Airflow
www.superiorairflow.com
6100 Fifteen Mile Rd.
Sterling Heights, MI 48312
(586) 264-9570

Auto Specialties Performance Inc. (ASP)
www.aspracing.com
13408 Redfish Ln.
Stafford, TX 77477
(877) 928-8678
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