When Todd Gartshore from Baer Brakes called, he was excited about the company's latest idea-a compact Baer disc brake package that's small enough to fit inside 14- or 15-inch factory wheels. It's a very effective high-performance disc brake that will improve a vintage Mustang's stopping power without having to step up to larger 16- or 17-inch wheels. At press time, Baer's new Street-Strip 4 disc brake is available only for the front. In a few months, however, Baer will have rear disc brakes ready for the Street-Strip 4 system, making it a complete four-wheel disc brake package.

When PerTronix introduced the Ignitor electronic ignition retrofit roughly two decades ago, we were skeptical, thinking "How can you fit an entire electronic ignition system in this tiny little thing?" But we were amazed when our 289 started and idled better than ever with the PerTronix Ignitor thanks to a hotter, more precise spark. The original Ignitor marked the end of point bounce, frequent point adjustments, and even point replacement. No more disappointing performance-just solid dependability from your classic Ford distributor. And that's the way it has been with every Ignitor and Ignitor II ignition retrofit we've ever installed.

Backing up at night just got brighter and safer for owners of '65-'68 Mustangs. Mustang Project's new LED lamps install in place of the original incandescent bulbs to provide much brighter illumination at the rear of your Mustang at night.

Throughout Mustang Monthly's long history, we've shown how to do all kinds of interior restoration. Yet, in all that time, we've never had a professional show us the way to exceptional carpet replacement. Jeff Lilly of Jeff Lilly Restorations in San Antonio is going to show us how to achieve professional results without having to hire a professional.

Wish you could have a quick-reference checklist for those perplexing problems that crop up from time to time? Engine won't start. Battery won't stay charged. Transmission slips. Clutch chatters. Brakes pull to one side. Driveline squeaks like a spastic squirrel as you come to a stop. Instruments have stopped working. Left turn signal won't blink. Headlights have left you in the dark. Rear axle whining like a disgruntled politician.

It's no secret that the '65-'73 Mustang's factory front suspension is archaic in design when compared to today's new cars, especially the fabulous '11 Mustang. The old double control arm, coil spring, and shock system was state-of-the-art in the mid-1960s, providing a good ride with decent handling, even good handling on models equipped with the heavy-duty suspension. But times have changed. These days, many owners want new-car ride and handling when climbing into the classic good looks of a vintage Mustang.

Imagine being able to park your Mustang's drippy, persnickety carburetor on the shelf and have cleaner, more efficient fuel injection without anyone knowing it's there. Think we're shrink-wrapped? Read on.

Wae've come a long way over the past 20 years. Since the 1980s when we mainly restored our '65-'73 Mustangs or at the very least maintained them with parts designed in 1960s, we've seen a restomod renaissance of aftermarket parts that bring old Mustangs into the new century. Thanks to the creation of coil-over front suspensions, four-wheel disc brake kits, fuel-injection, tilt-steering, power windows, modern stereos systems, and other updated items, you can have vintage good looks combined with the performance and convenience of a brand-new late-model Mustang. Here's a look at some of the more popular upgrades.

Classic Mustangs are notorious for their short-deck, long-nose styling. Unfortunately, their voluptuous hips are vulnerable to just about every hazard on the road. Quarter-panels are among a Mustang's most targeted body parts because they're vulnerable to shopping carts, careless people with far-reaching car doors, out of control slipping and sliding on ice, and rear end collisions. Quarter-panels are also susceptible to rust, which is the most common reason for replacement.

Part Two in a Two-Part Series
Last month, MCE Engines invited us into their shop to share in the rebuild of Craig Moore's '72 vintage 351 Cleveland four-barrel engine. Expecting the worst, MCE's Marvin McAfee was fortunate to end up with a salvageable block that could get by with a 4.030-inch bore cleanup. Marvin really didn't want to take it to 4.040 inches, which would have disturbed the calculated compression ratio and made the block a loss the next time around. This month, we're going to get into how Marvin built this 351C into a terrific street engine that combines performance and durability.

If you've driven classic Mustangs for any time at all, you know that their instrument panels go haywire from time to time. Thankfully, Mustang instruments are easy to diagnose and fix once you learn how they work. Aside from the speedometer, which is mechanical and cable-driven, Mustang instruments are all electrical in function. And that's what we're going to talk about here.

Part One In A Two-Part Series
One of Ford's most legendary engines is also one of its most short-lived. The 351 Cleveland small-block V-8 had a short production life-'70-'74 ('70-'73 in the Mustang) before it vanished into corporate oblivion. However, performance enthusiasts have never forgotten the 351C's broad-shouldered performance reputation, large-port cylinder heads, and throaty exhaust signature. This is why enthusiasts continue to build 351Cs for classic Mustangs.

It's been a while since we've touched on one of the most common of all vintage Mustang repairs. While longtime readers will gripe that we've covered this subject ad nauseam, we understand that many new readers may have only recently acquired their first old Mustang. And there's an even better chance that their four-decades-old bucket seats need some attention, if not a complete rebuild.

It's always beneficial when you can make improvements that aren't obvious at a glance. A 22-gallon stainless steel fuel tank, manufactured by Scott Drake Enterprises and available from Virginia Classic Mustang, gives your Mustang both cruising distance and corrosion resistance, which means no more fuel tank rust out if your Mustang sits a long time between outings. This is an easy retrofit that no one knows is there except you and your Mustang. We're also going to make this invisible modification safer with Tank Armor from Antioch Mustang Stable.

Few things are more irritating than a sloppy, worn out steering column, which is important if you're really passionate about safety and driving comfort. We tend to ignore the steering column because it's a mystery to most of us, yet it is as simple as the steering shaft in a pedal car. From 1964-1967, Mustang steering columns consisted of a solid shaft to the steering gear, support collar and bearing, turn signal switch, steering wheel, and a series of rubber grommets at the bottom.