1970 Ford Mustang Mach 2 Professional Product's Powerjection III

This is throttled vacuum for vacuum advance, which needs to be connected before throttle body installation because access is nonexistent once installed. The one thing you don't want for your engine's vacuum advance is constant vacuum, which is an easy mistake to make.

Gil has moved the fuel pressure regulator to the return line on the backside of our right-side shock tower and tied it to a steel return line. He hard-lined the return flow to the fuel tank to make it look like a factory installation. All he had to do was create a mirror image of Ford's factory hard-line on the left-hand side.

Gil fabricated a bracket for the fuel pressure regulator. Note its hidden location on the back of the right-hand shock tower. Gil used high-pressure fuel injection hose from the throttle body to the regulator, then hard-lined the system from regulator to fuel tank with a factory-like installation.

The Eastwood Company provided us with 3/8-inch tube stock from Classic Tube. Eastwood also set us up with a tube bender, which custom bends tubing without kinking the line. You can also use a large socket for tube bending if done carefully.

A mini tubing cutter works well in tight spots should you find yourself needing to shorten existing tubing.

A tube flaring kit is invaluable when plumbing a classic Mustang. For high-pressure fuel systems, you want a double flare. Where hose meets line, do a bubble, which is the first step in a double flare, without doing the flare.

Gil carefully configures the return line bending as he goes. Where things get tight, he opts for two lines to make installation easier. This is the return line just below the regulator. When you hard-line the fuel system, you make things safer. It also looks much better than flexible or braided hose.

Gil has installed the Professional Products' high-pressure fuel filter where the body line and short line meet just behind the torque box. You can completely hard-line this location or, like Gil, use high-pressure hose on both sides.

Powerjection III comes with a high-pressure electric fuel pump, which gets its power from a switched source, such as the ignition switch. The kit includes an inline fuse. We also suggest an impact switch, available from your Ford dealer, which disables the fuel pump in the event of a collision. Gil has fabricated this fuel pump bracket, which will locate the pump above the rear axle and tank.

Because our '70 Mach 1 doesn't have a fuel tank drain plug, we're forced to modify the fuel sending unit with a return line. Gil drills the sending unit for a custom-made return line.

This is the way your fuel sending unit should look with the return line.

Installed in the 22-gallon California-emissions fuel tank, Gil's sending unit looks like this using high-pressure fuel injection hose both ways.

For safety, Gil hard-lined the factory fuel line to the electric pump.

Here's Gil's handy work. The body fuel return line mirrors the factory fuel supply line on the left side.

Pressure hose meets throttle body behind the distributor.

The coolant temperature sender normally goes in the intake manifold on 260/289/302/351W engines. However, the 351 Cleveland has a dry intake manifold with the temperature sender located in the front of the block at the timing cover. This particular lead will not reach, hence our heater hose location. And we will be honest with you; this is not the optimum location. The best location is engine block or head water jackets.

Gil has fabricated a fuel line manifold for the throttle body, which locates the fuel pressure regulator out of sight. It also wouldn't clear the intake manifold on this 351C.

The O2 sensor port is bored and sensor installed as shown. No welding is required, although you can have an exhaust shop....

....weld an O2 bung in for professional results. The right cylinder bank is your best choice.

Professional Products makes it easy to determine what hooks up where. Each wire is marked and color-coded.