 Our distributor is fitted...  Our distributor is fitted with a steel cam gear, which Brian lubricates with Royal Purple Max Tuff before dropping it in place. |  ACCEL's BilleTech distributor...  ACCEL's BilleTech distributor is a direct bolt-in replacement for the factory unit. |  An easy-to-follow menu of...  An easy-to-follow menu of rev-limit selections is located on the side of the 300+ ignition box. |
 After opening the box, Brian...  After opening the box, Brian uses the tip of a small pocket screwdriver and sets the stocker's limit at 6,000 rpm. As this is a digital box, there is no need for chips or pills for changing rev limits. |  The 300+ measures 4 1/2 inches...  The 300+ measures 4 1/2 inches long, 2 inches high, and slightly more than 3 inches wide, so we decided to mount ACCEL's compact ignition box along the passenger-side fender in the front-most area of the engine compartment. After marking the location, Brian drills two small holes and mounts the unit using the supplied hardware. |  The kit's wiring harness is...  The kit's wiring harness is long enough to run from the ignition box on the passenger side, along the front of the radiator core support, and over to the ACCEL Super Coil. |
 We mounted the new coil in...  We mounted the new coil in the same position where the stock one was mounted. |  Hooking up the system is a...  Hooking up the system is a matter of following the plugs and connectors, as there is no need for cutting or splicing the factory wiring. |  Using dielectric silicone...  Using dielectric silicone grease inside the plugs of the ignition wires is always a good idea. The material works as a sealant and protects the contacts inside the boots from debris and moisture, which cause corrosion and damage the wires. |
 We closed out the project...  We closed out the project by installing ACCEL 300+ 8.8mm, Ferro-Spiral wires. They feature steel spark-plug terminals with silicone boots, a Kevlar inner core, a Ferrite EMI/RFI suppression element that knocks out ignition feedback in the audio system, and a heavy-gauge nickel/copper conductor. The silicone jacket surrounding each wire is capable of withstanding 600-degree underhood temperatures. |  Shades of the old days! Remember...  Shades of the old days! Remember when bumping the timing was one of the primary cheap mods that could be done to a stock Mustang? Well, in this photo, which we'll consider a modern-day flashback to our past, Brian advances the timing in his mom's stock 5.0 to a more respectable 13 degrees. |  We're not sure if it's because...  We're not sure if it's because of California's smog laws, but we've encountered a lot of stock 'Stangs that have never had this basic adjustment made. |
Our ignition upgrade proved to be a "muscle in the middle" performance enhancer on Mom's stocker 5.0 when we ran it across the Clayton inertia chassis dyno at B&D Racing. The top-end/peak horsepower gain was minimal: 209.6 at 5,170 rpm/baseline and 210.1 at 5,170 rpm/with ACCEL ignition parts. But there was a noticeable jump on the torque side of the graph: 253.5 lb-ft at 3,600 rpm/baseline and 259.1 lb-ft at 3,600 rpm/with ACCEL ignition parts. The more impressive data from the dyno testing showed us that the 300+ system yielded a more significant and steady power increase between 3,600 and 4,600 rpm on our test vehicle. The 'Stang showed a gain of 3 to 7 additional horsepower generated at the rear wheels, inside this middle range of the powerband. We realize this isn't rock-your-world horsepower, but a solid, high-performance ignition system is a necessary addition to any Mustang's overall go-fast makeup. This kit from ACCEL handily meets any street/strip requirements we can think of, which makes it worth your while and money.