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Possibly worn pads on the shift fork for the shifting issue or even synchros.Try putting it into nuetral and let the clutch up then go into gear. If that helps its probably synchros. Also I doubt its 59k probably been rolled over or just driven hard. As for your dad you cant get rid of the intake manifold to install a carb. You need a carb specific intake manifold, a carb, mechanical distributor and Im pretty sure you need to do something with the fuel pump because it will be pumping like 4 times the amount of pressure you need for a carb setup. also you cant put a set of injectors in it if you convert it to carb. Injectors are the means of fuel delivery in an EFI setup. You kind of have to pick a route before anyone can give you what your looking for. I personally would keep the fuel injection setup due to the reliability and fuel economy, I was at the point of switching to carb at one point. but honestly its a pain in the nuts and its cheaper to read up and learn how EFI works. its not that hard once you do it. People will also reccomend you switch from speed density to mass air as an initial upgrade

The mass air conversion is relatively easy and cheap with all the parts available in junkyard form. Do a search on this site for the information. If your lucky jrichker will post the info you need soon. I too once wanted to convert to a carb but all the parts available for EFI setups are plentiful and cheap to find.

Carb conversion is probably the single worst thing you can do to a foxbody, avoid it at all costs.
Stripping weight is pretty much pointless unless you are building a race car, a fox is only a 3200lb car, removing weight will still leave it at 3000+, not worth the trouble or the vehicle devaluing to do remove a/c or anything else unless you absolutely need those couple of tenths.
You want to lose weight, delete the smog stuff and use aluminum heads.


The speedo is likely the gear and or cable, use real ford parts for replacement.

a91what said:

The mass air conversion is relatively easy and cheap with all the parts available in junkyard form. Do a search on this site for the information. If your lucky jrichker will post the info you need soon. I too once wanted to convert to a carb but all the parts available for EFI setups are plentiful and cheap to find.

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Yep I was in the same boat. I figured up over $1500 to convert to carburetion without miscellaneous things I would need (I priced the big stuff I knew I'd need) and I switched to mass airflow for under $400 with all new stuff.

OP, I personally recommend keeping the fuel injection system and converting to mass airflow if you plan on doing any engine upgrades. If you have any questions about the MAF conversion, there's a great write-up of it on here and it goes in depth step by step so you can't really mess up. Good luck with whatever option you choose!

Carb conversion on a EFI Mustang is a very poor solution for any problems you may have with the EFI setup. The EFI will tell you what's wrong with the engine: A carb won't tell you anything. A carb is a gasoline toilet: step on the accelerator and hear it flush.

Here's a book that will get you started with how the Ford electronic engine control or "computer" works.

Ford Fuel Injection & Electronic Engine Control 1988-1993 by Charles Probst :ISBN 0-8376-0301-3.

It's about $25-$40 from Borders.com see http://www.amazon.com/ . Select books and then select search. Use the ISBN number (without dashes or spaces) to do a search. Try searching using M-1832-Z1 instead of the ISBN number if you don’t get any positive results. You may only be able to find a used one, since the book is as old as the cars it covers. Or you order it from your Ford dealer as SVO part no. M-1832-Z1.


Use the ISBN number and your local library can get you a loaner copy for free. Only thing is you are limited to keeping the book for two weeks. It is very good, and I found it to be very helpful.


Unless you are going to use the car for track only, avoid removing the A/C or stripping the interior. It won't save enough weight to make a difference in performance. Removing the A/C is not a good plan: the car will be unpleasant to drive in the summer and will lose resale value. Don't believe me? Look at the weather forecasts for the last month: record heat everywhere except Canada. I doubt it will get any better for a long time.


The Speed Density EFI you have is a good setup for a stock or near stock car. It will work well until you actually have some modifications that seriously alter airflow or vacuum like heads or a wild cam.

Dump the computer codes and fix the problems you may already have BEFORE you start modifying things. If you don't, you'll never know if the problems are with your modifications or they were there when you bought the car. Do one step at a time , test it and then drive it for a while before going on to fix, upgrade or modify something else.

How to find and fix some of the problems you currently have:

Dumping the computer diagnostic codes on 86-95 Mustangs

Revised 26-July-2011. Added need to make sure the clutch is pressed when dumping codes.

Codes may be present even if the check engine light hasn’t come on, so be sure to check for them.

Here's the way to dump the computer codes with only a jumper wire or paper clip and the check engine light, or test light or voltmeter. I’ve used it for years, and it works great. You watch the flashing test lamp or Check Engine Light and count the flashes.

Post the codes you get and I will post 86-93 model 5.0 Mustang specific code definitions and fixes. I do not have a complete listing for 94-95 model 5.0 Mustangs at this time.

Be sure to turn off the A/C, and put the transmission in neutral when dumping the codes. On a manual transmission car, be sure to press the clutch to the floor.
Fail to do this and you will generate a code 67 and not be able to dump the Engine Running codes.





If your car is an 86-88 stang, you'll have to use the test lamp or voltmeter method. There is no functional check engine light on the 86-88's except possibly the Cali Mass Air cars.



The STI has a gray connector shell and a white/red wire. It comes from the same bundle of wires as the self test connector.

89 through 95 cars have a working Check Engine light. Watch it instead of using a test lamp.



The STI has a gray connector shell and a white/red wire. It comes from the same bundle of wires as the self test connector.


WARNING!!! There is a single dark brown connector with a black/orange wire. It is the 12 volt power to the under the hood light. Do not jumper it to the computer test connector. If you do, you will damage the computer.

What to expect:
You should get a code 11 (two single flashes in succession). This says that the computer's internal workings are OK, and that the wiring to put the computer into diagnostic mode is good. No code 11 and you have some wiring problems. This is crucial: the same wire that provides the ground to dump the codes provides signal ground for the TPS, EGR, ACT and Map/Baro sensors. If it fails, you will have poor performance, economy and driveability problems

Some codes have different answers if the engine is running from the answers that it has when the engine isn't running. It helps a lot to know if you had the engine running when you ran the test.

Dumping the Engine Running codes: The procedure is the same, you start the engine with the test jumper in place. Be sure the A/C is off, and clutch (if present) is pressed to the floor, and the transmission is in neutral. You'll get an 11, then a 4 and the engine will speed up to do the EGR test. After the engine speed decreases back to idle, it will dump the engine running codes.

Trouble codes are either 2 digit or 3 digit, there are no cars that use both 2 digit codes and 3 digit codes.

Alternate methods:
For those who are intimidated by all the wires & connections, see Actron® for what a typical hand scanner looks like. Normal retail price is about $30 or so at AutoZone or Wal-Mart.

Or for a nicer scanner see Equus - Digital Ford Code Reader (3145) – It has a 3 digit LCD display so that you don’t have to count flashes or beeps.. Cost is $30.



Clutch adjustment
Do the clutch adjustment first before considering any other problems. With the stock plastic quadrant and cable, pull up on the clutch pedal until it comes upward toward you. It will make a ratcheting sound as the self adjuster works. To release to tension of the stock quadrant, use a screwdriver to lift the ratchet paw up and out of engagement with the quadrant teeth.

A binding clutch cable will make the clutch very stiff. If the cable is misrouted or has gotten too close to the exhaust, it will definitely bind. The binding common to adjustable cables is often due to misplacement of the adjusting nuts on the fork end of the cable. This will also cause the cable to wear and fray. Both nuts should be on the back side of the fork so that the domed nut faces the fork and the other nut serves as jam or locknut to the domed nut.

Clutch pedal adjustment with aftermarket quadrant and cable: I like to have the clutch completely disengaged and still have about 1.5” travel left before the pedal hits the floor. This means that I have only about 1” of free play at the top before the pedal starts to disengage the clutch. Keep in mind that these figures are all approximate. When properly adjusted, there will not be any slack in the clutch cable. You will have 4-15 lbs preload on the clutch cable.

The quadrant needs to be replaced if you use any type of aftermarket cable or adjuster. My preference is a Ford Racing quadrant, adjustable cable and Steeda firewall adjuster. The adjustable Ford Racing cable is just as good as the stock OEM cable. It allows a greater range of adjustment than a stock cable with a aftermarket quadrant and firewall adjuster. Combined with the Steeda adjuster, it lets you set the initial cable preload and then fine tune the clutch engagement point to your liking without getting under the car.

Using a stock OEM cable, firewall adjuster and a single hook quadrant may result in not having any free pedal travel before the clutch starts to disengage. I found this out the hard way.
See Summit Racing - High Performance Car and Truck Parts l 800-230-3030 for the following parts.
Ford Racing M-7553-B302 - Ford Racing V-8 Mustang Adjustable Clutch Linkage Kits - Overview - SummitRacing.com Cable and quadrant assembly $90
Steeda Autosports 555-7021 - Steeda Autosports Firewall Cable Adjusters - Overview - SummitRacing.com Steeda firewall adjuster. $40

Mass Air Conversion: As I said before, fix any problems with the car before doing any mods, upgrades or conversion work. If you already have, or are planning on installing a hot cam, cylinder heads and intake manifold, the Mass Air conversion is the best plan.

MASS air conversion instructions from http://www.stangnet.com/tech/maf/massairconversion.html FREE
A9L (5 Speed) computer from junkyard $100-$150
A9P (Auto or in a pinch, it will work in a 5 Speed car) computer from junkyard $100-$150
70MM MAF from 94-95 Mustang GT - $40-$70
MASS Air wiring harness kit $30-$85

The whole thing is probably less than $300 using junkyard parts.

A9L computers are 5 speed only
A9P computers are automatic, but will work with a 5 speed.

The conversion harness seems to work well for most folks. It avoids the compatibility problems in using a harness from the junkyard. Simple and cheap, actually less work that swapping the wiring harness.
Conversion Harness kits & parts
http://www.mass-air.com/
http://oldfuelinjection.com/index.php?p=54

If the idea of moving & soldering wires scares you, here's a list of compatible Mass Air wiring harnesses.

Copied from bbunt302
Just for reference, here's a list of all the compatible years:

89 harness should work for 86-89 as long as you're using mass air.
90 harness will only work in a 90. (B/c of air bags and dual dash connectors)
91 through early 92 harnesses should be compatible (single dash connector, fuel pump relay under driver's seat)
Late 92 through 93 harnesses should be compatible (single dash connector, fuel pump relay under the hood)

Larger MAF to go with Mass Air conversion:
94-95 Mustang GT MAF - $40-$100. It is 70 MM instead of the stock 55 MM on regular stangs built prior to 94. It uses a slip on duct on the side that goes to the throttle body and a 4 bolt flange on the other. You need a flange adapter to fit the stock slip on air ducting that goes to the air box. Wiring plugs right in with no changes. *1 *2

*1.) Metal flange adapter http://www.kustomz.com/cat3.html Buy the TR70 for $44.95. Or spend some time on eBay looking for one that may fit.
Try AutoZone and ask for 81413 - Spectre / 3 in. Aluminum Intake Mass Air Flow Sensor Adapter at $12.00. You may have to order it online.

*2.) MAF & sensor interchange
The 94-95 Mustang 5.0 MAF & sensor is also found on:
1995-94 Mustang 3.8L F2VF-12B579-A2A,
1994-92 Crown Victoria 4.6L F2VF-12B579-A2A,
1995-94 Mustang, Mustang Cobra 5.0L F2VF-12B579-A2A,
1994-92 Town Car 4.6L F2VF-12B579-A2A,
1994-92 Grand Marquis 4.6L F2VF-12B579-A2A,
Evidently the –A1A, -A2A, AA, etc. on the end of the part number is a minor variant that did not change the operating specs. You should be able to ignore it and have everything work good.



If you have black seats, PM or email me. I have a black driver's seat back upholstery and bottom seat that is in good condition.