I continue to be amazed by how quickly this year has been passing. It seems as though I was just sitting here at the computer working on last month's newsletter article. So far it has been an excellent year for Mustang and Ford activities, and many more, and we still have many more to go.

During the July picnic, the general membership voted on whether to continue meeting a Phil Long Ford or go back to Maggie Mae's. As many of you already know, the vote indicated a strong desire to go back to Maggie Mae's. During our short spell at the Ford dealer, I noticed a drop off in participation, which I attribute to an environment not conducive to socializing before and after the business meeting. Although not a perfect location, Maggie Mae's is preferable as being family oriented and conducive to socializing, key factors to the success of this club.

On the 5th of August, five families with seven cars participated in the cruise to Cruisers Drive-in in Woodland Park. The Kays, Brescianis, Lowrys, Myers, Mike Taylor, and Stew Harding braved an intense summer rainstorm to make the trek up the pass. Everyone enjoyed great food and company at the top.

Time is rapidly passing and we are approaching time to form the Nominating Committee for the November officer elections. The committee is responsible for identifying candidates, and we will be looking for volunteers to provide that service. Preferably, the committee volunteers should be members who do not intend to seek office for next year. If you are interested in being a committee member, please notify any current board member.

Another duty rapidly approaching is setting up the Christmas party. We are looking for volunteers for this as well, and you should contact any board member if you are interested.

In September we are going to move the membership meeting to the 23d instead of the 16th to accommodate the Cruise to the Clouds show and poker run which takes place in Woodland Park. On the 23d we will have a parts swap at Mike Spoelman's Muffler Masters shop from 10:00 a.m. to 2:00 p.m. The meeting will happen that same day at the normal time. We will have more information on the show in next month's newsletter.

That's all for now. See y'all at Maggie Mae's.

Bryan Lowry

Owning a Mustang and restoring a Mustang will eventually lead to one thing. Searching for parts! Happiness is finding an OEM part tucked away in some corner of a garage sale or knowing someone who has what you need. I wonder if some day people will be searching for OEM parts for their computers?

If they do this month's Meet the Member just might be able to help them find parts for their disk drives at least. Terry Myers is a Sales Engineer for Seiko Instruments. He and his wife Sharon have been members of the Rocky Mountain Mustangers for a year and a half.

Terry has lived in Colorado Springs for 37 years and has been married for 21. He has seen that both his daughter and his son have gotten off on the right motoring foot by starting them in Mustangs.

Terry’s list of hobbies reads like many a car buff’s. Die cast models, gathering and compiling Ford information, parts interchange, and history and woodworking.

Two ’65 coupes, one an automatic and the other a 4 speed are just part of Terry’s Mustang herd. He also has a ’79 Pace Car, one of less than 600 ’64 K code Fairlanes, and a vested interest in a ’71 Ranchero.

Terry bought his first ’65 coupe to convert it from a six cylinder car to a V8 to compete in vintage racing and autocrossing. It has a Hi-po 289 block with TRW forged flat top pistons, Boss 302 rods, windage tray, 289 heads with 351 W valves, a Comp cam, Accel dual point distributor, and a Holley 600 cfm carb on an Edlebrock manifold. All this drives a top loader 4 speed and the trusty Ford nine incher with Trac-loc and 4:11 gears brings up the rear.

Other things to help with the twisties include Granda disk brakes in front, larger rear drums, sub-frame connectors, Magna suspension, traction bars, and a Shelby quick steering arm coupled to a 16 to 1 manual steering box.

Whew! But just when you think you are done the body work shows up. This included a new hood, left front fender, left rear quarter, front floor pans, and a cowl ‘tank’.

After doing all that Terry found a better ’65 coupe and is now in the process of swapping all the good stuff from the first Mustang to the second one. Hopefully, this will go quickly or he may be autocrossing in the senior division!

If his ’65 project isn’t enough Terry also edits, fills in the blank pages, and mails this fine newsletter! Thanks Terry.

If I want to go faster, don’t I have to have a big carb to move more air into my engine? I thought, that high altitude, with lower atmospheric pressure, the big carb would let the air in easier." Well not really, Guy.

A carb is a trade off, like many auto items. We want max horsepower at max rpm, but we also want the best possible throttle response out of the corners. Especially for road racing with lots of turns, the throttle response in the mid rpm range is of primary importance. And think of what percentage of the time that we spend at full throttle max rpm. A big carb has poorer vacuum signals than a small one, which equates to poorer throttle response.

So, what we do is use the smallest carb that provides max or near max horsepower at max rpm. Let me give you and example; A while back we had a vintage race car in for dyno testing. It had a 428 CJ motor. The carb was a Holley #3310 4150 type 750 cfm with vacuum secondarys. After we had finished it and had improved it to its best possible performance, we offered to run it with one of our Holley 4150 vacuum secondary 600 cfm carbs. First, the mid range bog that had been a problem was completely gone. But then, without rejetting, we ran a power curve with the following results:

3000 rpm up 8 hp

4000 rpm up 8 hp

5000 rpm up 18 hp

6000 rpm up 14 hp

We put that same carb on a 351 Pantera race car at 2^nd Creek with great impovement in derivability and performance. Jay Lindley was telling me of a test between a Ford shoebox and a 715 Holley on a mustang, where the shoebox won.

So even if you’re not from Texas, bigger is not better.

Hey guys, I would like to add my 2 cents worth on this subject. This explanation is the best guide I have encountered in my research on trying to go fast. My own experience on this subject reinforces Walt’s data. When I first built my 289 I slammed on a big 750 Holley thinking this sucker will haul with all that cfm. It ran ok, but had a bog and generally didn’t respond very well. After looking around and reading everything I could find, it looked like I needed something like a 600cfm carb. Another $270 later I had it on and man what a difference!! The throttle response was awesome and it ran a lot better overall. I share this with you in the hope you make the costly mistake I made by buying too big a carb. Another fallacy I learned during my drag racing days was that richer jets don’t necessarily make more power. I spent a whole summer trying to read plugs (they always looked like they were too lean) and kept fattening up the jets. After much frustration and no improvement in ET, I rejetted back the factory spec

( I was a good 7 or 8 sizes above stock) and to my pleasant surprise I picked up 4 tenths of a second!!!

I hope this was informative and you all enjoy the article.

See you on the road

Stew