Australian Mustang and Ford Magazine

INSIDE: Subscribe for your chance to win a Hot Lap with Team FPR! Oct/Nov 2010

ISSUE #1

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THE HOTTEST NEW FORD MAG IN OZ!

r e v i r D w e N ’S Y E L E D D BA

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otor Ex, M , d n u o pening R unch, O a L y a e n w i g g Dra oyote En C Sydney , s l IK 429 a Q n o i t a N

Mustang e Flie Mike Tab

Is This The Best '70 In Oz?

Injected

Falcon XR6 50th Anniversary sedan

Celebrate Falcon’s 50 years of Australian firsts at Winford Motors.

At Winford Motors, we’re celebrating the 50th Anniversary of the Australian built Falcon.

It’s a car that’s shaped the automotive industry with a rich history of innovative firsts and continues to help Ford define the future.

The Ford Falcon has always been a leader in innovation and technology. It was the first motor vehicle to win the Australian Design Award, the first with 6-speed auto, the first with iPod^ and Bluetooth® integration* as standard and the first Australian vehicle to be awarded a 5-star ANCAP safety rating.

50th Anniversary instrumentation˜

With Ford’s commitment to investing for the future, Falcon will soon bring you EcoBoost™, an advancement that will deliver 6-cylinder performance with 4-cylinder fuel economy and reduced CO2 emissions. This innovation will represent the biggest environmental transformation in the evolution of Falcon by giving buyers the newest engine from Ford Motor Company.

To celebrate 50 years of Falcon firsts, we’re proud to present the Falcon 50th Anniversary range of sedans and Utes. These limited edition vehicles include unique commemorative features, represent excellent value and are truly a once in a lifetime opportunity.

At only $36,950 driveaway #, the Falcon XR6 50th Anniversary sedan includes: • • • • • •

50th Anniversary badges, stripes and exterior highlights Sports seats with leather highlights and 50th Anniversary logo embroidery Carpet mats and scuff plates with 50th Anniversary logo 50th Anniversary instrument cluster graphics Distinctive 18" alloy wheels Dual zone climate control

Other valuable features you’ll find across the 50th Anniversary Falcon range (varies by model) include 19" alloy wheels†, premium audio system†, reverse sensing system†† and satellite navigation^^ with Suna Traffic Channel.

50th Anniversary XR6 Ute

After 50 years of perfecting, we believe these are our finest Falcons. Winford Motors invites you to come in and see for yourself.

Winford Motors

iPod is a trademark of Apple Inc. *Bluetooth® is a registered trademark of Bluetooth SIG Inc., and is used under licence.

Customers should consult Dealer on the ability of their mobile phone handset to integrate with the Bluetooth® system prior to making a purchase decision. #Rec. offer price. Private buyers only. While stocks last. †Only on XR6 Turbo 50th Anniversary and G6E 50th Anniversary models. ††Only on XR6 Turbo 50th Anniversary sedan and G6E 50th Anniversary models. ^^Only on G6E 50th Anniversary models. ˜ XR6 50th Anniversary sedan interior shown. ^

50th Anniversary embossed seats ˜

WINFORD MOTORS 2

www.winford.com.au

Australian Mustang and Ford Magazine

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FOR THE MAN WHO REALLY SWEATS IT OUT!

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IN THE SADDLE Nathan Wellington, Editor

G

’day Guys, Welcome to Australian Mustang and Ford Magazine. I certainly hope you enjoy what we’ve put together for you. I am excited to be involved in the first periodical title in Australia to focus on Mustangs and I look forward to a continued involvement in the local Ford scene.

When a distinct gap appeared in the market early this year, many customers and long term associates were left wanting alternative Ford material. These sentiments were shared by many readers and so the title was born. Instead of producing another Ford magazine with an occasional Mustang feature car, I have decided to embrace the ever-evolving Mustang culture.

Let’s face it; they remain the dream ride for most Ford enthusiasts.

We’ve engaged the top photographers in Oz to bring you stunning images of the great Mustangs and Fords built by you guys.

The creative input is a mix of familiar and new names, all of who will bring something unique to the pages you read. “AMFM” will be proudly printed in Australia, enabling us to provide the most up-to-date news and events from the Blue Oval world.

It is with great pleasure that I introduce Rudi Baker as a regular contributor. Rudi owns a cool 66 Fastback Mustang and is the son of music historian and aficionado Glenn A. Baker. You’ll get to see and read about his ‘stang in Issue 2. Combining his Mustang passion with his genetically inspired interest in history, Rudi is going to dig around the archives to give us a unique insight into cars, culture, music and media.

We will continue to forge a close working relationship with FPV to bring you all the latest from the factory range of performance Fords and we kick it off this issue with a candid interview When a distinct gap in the with Rod Barrett. I am also thrilled to announce that through their market appeared early support we are able to offer the opportunity for one lucky reader to this year, many customers win a hot lap in one of the FPR V8 Supercars. All you need to do is take and long term associates up a subscription to go into the draw.

Speaking of late model muscle, I would also like to welcome and were left wanting more... introduce Craig Dean from Mustang Motorsport. Craig has extensive Mustang history and knowledge and will bring you all latest news on the Marque front as well as in depth features on late model Mustangs, both factory and modified.

Lastly, I suppose I should introduce myself so you know who’s steering this ship. My name is Nathan Wellington and like many of you, I was born with blue blood in my veins. At an early, impressionable age I was heavily influenced by the sight and sound of Allan Moffat’s ‘69 Trans Am Mustang and later, his awesome Falcon coupes racing around my local track at Amaroo Park in Sydney. When you have the opportunity to witness and remember something so spectacular, the visions stay with you forever and they’ve instilled a passion that still burns deep.

These early influences and passion first came to life in the early/mid-nineties when I built two of my favourite Fords – an XB Coupe followed by the ’67 Fastback Mustang. A few of you may remember the QIK 067 plated, Guards Red Mustang which was featured in a few magazines at the time, it ran a Hilborn injected Windsor in what may have been termed an early ‘restomod’.

The gunmetal grey coupe was a little more sedate but still packed a decent punch with its 400hp 351 Cleveland.

These days I am champing at the bit to unleash the Project QIK 429 build. Readers of ‘AM FM’ will be able to follow the detailed build of this vehicle which I hope provides you with plenty of information and maybe some inspiration for your own ride. My inspiration for this build can be contributed solely to the influence of Allan Moffat and his Boss 302 Trans Am all those years ago!

I look forward to watching the title grow to become an integral part of the local Mustang and Ford scene and I hope you can join us for the ride. Drop me a line or send through an email – we want your feedback on producing the best mag possible.

Until next Issue.

ence

The ultimate influ

Cheers, Nathan

AUSTRALIAN MUSTANG & FORD MAGAZINE is published by PERFORMANCE MEDIA WORKS PTY LTD P.O. Box 3197, Freemans Reach, NSW 2756 Phone (02) 4579 6772 ACN 144 642 571 www.ausmustangandford.com.au EDITOR: Nathan Wellington editor@ausmustangandford.com.au ASSOSCIATE EDITOR: Warren Day editor@ausmustangandford.com.au

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DESIGN: Avalanche Creative www.avalanchecreative.com.au

COVER PHOTO Chris Thorogood

PUBLISHER: Nathan Wellington publisher@ausmustangandford. com.au

NATIONAL AD MANAGER: Nathan Wellington (02) 4579 6772 nathan@ausmustangandford.com.au

DISTRIBUTED: Network Services Phone: 1300 131 169

CONTRIBUTIONS: Editorial Contributions welcome please email first to discuss your ideas. Your name, address and phone number must be included.

Unfortunately we cannot return any text, photos or illustrations, so please only send us high quality duplicates.

VALUED CONTRIBUTORS: Warren Day, Jason O’Halloran, Craig Dean,John Jovic, Chris Thorogood, Chad P, Joel Strickland, Motortorial, James Maloney, Marscelle Tully, Dirk Klynsmith, Rudi Baker

Australian Mustang and Ford Magazine

DISCLAIMER: Opinions expressed in Australian Mustang and Ford Magazine are not necessarily those of Performance Media Works Pty Ltd. Performance Media Works is not responsible for any vehicle modifications featured in Australian Mustang and Ford Magazine. Check with your local authorities for the rules and regulations on modifications to your vehicle and then check with a qualified mechanical engineer before you start the project.

Material in Australian Mustang and Ford Magazine is protected by copyright and cannot be reproduced in full or in parth without written autrhorisation from Performance Media Works. © All rights reserved.

WEB www.capa.com.au PHONE 08 8582 3499

www.ausmustangandford.com.au

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> 15

NEWS

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s t n e t n o C

> 10

FEATURE CARS

SHOW SCENE

24 THE DRIVER

32 2010 M.O.C.A CONCOURSE

When Ron Baddeley handed Aaron the keys to this Driver, golf clubs were probably the last thing on his mind.

42 VEGAS BABY 07 FROM THE STABLE

What’s new in the Mustang Stable

10 FORD FACTORY FILE FPV’s Miami Project unveiled

14 THE FPV FILES

What happens in Vegas doesn’t always stay in Vegas.

50 THE CONTENDER

This DRB 540 punches well above its weight.

Jamie Clay has nailed his recipe for European Style blended with an Aussie Base.

15 FORDS ON TRACK

94 MASTER STROKE

> 14

This stroked and injected XP is all steel, with plenty of appeal.

100 THOROUGHLY BUILT THOROUGHBRED

When a gun painter turns a hand to his own car, you’d better believe it will be good.

POSTERS MASSIVE! 4 PULL OUT FEATURE CARS Eleanor 67 Fastback Mustang ‘70 Stuart Henley Ingected XP Falcon Euro Styled XD Falcon

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Australian Mustang and Ford Magazine

59 MEET AT THE CREEK

Sydney All Ford Day musters 1150 cars

64 THE GREATEST SHOW ON EARTH Well at least in Australia. MotorEx celebrates its 10th Birthday in style.

68 EURO STYLE

FPV Boss Rod Barrett – Get the inside story.

2010 FPR Update

Stampede in Adelaide

> 07

> 72

DRAG SCENE 38 SYDNEY DRAGWAY

New Name, New Season, Plenty of action.

REGULARS

04 In The Saddle 93 Greatest American Hero 74 Events Calendar 106 New Products 108 Readers’ Roundup 111 Subscription Offer 112 Club Profile –

NSW FPV-Tickford Owners Club

113 Club Listings 114 Next Issue

SPECIAL FEATURES 76 PROJECT QIK 429 The Extreme makeover begins.

20 AUTOBARN TOURING CAR MASTERS Blast with the Past

SUBSCRIBE ON PAGE 111 FOR YOUR CHANCE TO WIN A HOT LAP WITH TEAM FPR!

> 76

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www.ausmustangandford.com.au

7

008

THE STABLE Story: Craig Dean, Pics: Simon Adams/Redbolt

2006 Ford GT (Heritage Livery Package) - 410kw (550hp)

2005 Ford GT (Mark IV Red Clearcoat) - 410kw (550hp)

With the release of the new Mustang in 2004 the retro look following the theme of the 1967/8 Mustang GT Fastback has been well received by the die hard Mustang lovers and enthusiast in the USA, and now the popularity in Australia is gathering momentum as just like the 60’s you can option a Mustang any way you like to give it your personal touch.

2007 Saleen S281 Coupe (Windveil Blue Metallic) - 246kw (330hp)

2007 Shelby GT500 Coupe (Black) 373kw (500hp)

2011 Mustang GT Coupe (Grabber Blue) - 307kw (412hp)

2010 Shelby GT500 Super Snake (Torch Red) - 559kw (750hp)

2007 Shelby GT500 Convertible (Vista Blue) - 373kw (500hp)

2005 Mustang GT ‘Modern Eleanor Replica’ (Screaming Yellow) - 225kw (300hp)

2008 Roush P-51 A Mustang - 380kw (510hp)

2005 Mustang GT with ‘Boy Racer’ Body Kit (Mineral Grey Metallic) - 225kw(300hp)

8

Australian Mustang and Ford Magazine

2010 Shelby GT500 Coupe (Grabber Blue) - 403kw (540hp)

Welcome to ‘The Stable’ Welcome to ‘The Stable’ in Australian Mustang and Ford Magazine. We are thrilled to be able to present late model Mustangs to you in each issue, as well as updating you with some of the happenings in the late model Mustang scene in Australia.

It is great to have Australia’s own Mustang (and Ford!) magazine so we can all share in relevant and local Mustang information, vehicles, news and happenings.

2009 Shelby GT500 Super Snake (Vapor Metallic) - 541kw (725hp)

T

he Mustang is like no other automotive marque in the world. It is loved by everyone, whether they follow Ford, Holden, Chev, Ferrari or whatever!

Since the Mustang’s birth in 1964, it has had an unprecedented following, and today the passion lives on.

I have been involved with Mustangs since the 80’s and, although Mustangs form the basis of our business, we do it because we love it. Our business has grown out of our passion, which means we love what we do, and we believe it shows in our work. Every Mustang we have an involvement with – be it importing, converting, upgrading, modifying or servicing – we treat as our own. Every Mustang deserves perfection at every level.

We have a great understanding and appreciation of the passion that people have for their Mustang. At every display, show, concourse or motorsport event we attend, we are inundated by fanatical people who live and breathe Mustangs – and so do we! We love meeting Mustang lovers, and look forward to bringing you some of the most interesting and exciting late model Mustangs and information in each issue.

Over coming issues, we will present all manner of Mustangs, along with an array of specifications, features and other information. From the latest model Mustang GTs right through the range of Shelby, Roush and Saleens models – including the daddy of all Mustangs, the Shelby GT500 Super Snake – we will feature some of the best and most interesting Mustangs in the country. And we might even sneak in one of the only right hand drive Ford GT ‘supercars’ in the world!

In this issue we are presenting you with a bevy of beautiful vehicles to wet your appetite for what is to come. Come on a journey with us into the world of late model Mustangs...

Craig Dean Mustang Motorsport

Mustang Drag day 2nd October and fund raiser for the Breast Cancer Network Australia, @ Calder Park Race Way, VIC

rs Club ng owne October a t s u M h Events, day 24t rse Sun wgrounds, on Concou o h enong S andenong, VIC @ Dand ,D t e e r t S Bennett

www.ausmustangandford.com.au

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FORD FACTORY FILE Story: AMFM, Pics: FPV

FPV announces supercharged v8 engine program T

o be launched in early October, the new FPV GS and GT model ranges will both be powered by all-new lightweight 5.0 litre supercharged Ford V8 engines producing 315kW and 335kW of power respectively.

Both engine configurations are more powerful, more fuel efficient and cleaner than any engines previously offered by FPV. Developed locally by Prodrive in a $40 million program, the new FPV engines are based on the ‘Coyote’ Ford V8 first introduced in the American Ford Mustang at the beginning of this year.

“The new supercharged V8 engine program represents FPV’s biggest-ever investment in the Australian market, and has been the most extensive and exhaustive development program we’ve ever undertaken,” Prodrive Asia-Pacific Managing Director Bryan Mears said today.

“The outcome is phenomenal … these engines are brilliantly responsive, their performance is sensational, and they will take our next generation of FPV models to a level that’s simply unmatched by anyone else.”

FPV’s first-ever supercharged engine, the new V8 is a sophisticated all-aluminium design with double overhead cams and 32 valves configuration, and is fully EuroIV compliant.

Its lightweight and compact size – the Coyote engine is 47kg lighter than the outgoing 5.4 litre Boss 315kW engine – also offers packaging benefits which enhance the handling performance of FPV’s new GS and GT ranges.

The base of the new FPV V8 engine is imported from America in component form and each one is hand-assembled locally by FPV, utilising extensive Australianmade componentry.

“It’s important to emphasise just how Australian these engines are,” Bryan Mears said.

“Although the basis of the engine is imported, all the components utilised in the supercharged configuration are locally sourced, and the engines are completely hand-made by the team at FPV in Melbourne.”

Heart of the Australian engine specification is a Harrop Engineering-developed supercharger utilising Eaton TVS technology.

DEVELOPMENT PROGRAM FPV began its development of the new GS and GT engines in 2007, initially with a 5.4 litre XR8 ‘mule’ engine fitted with a supercharger and custom manifolds. This was used for cooling system development and initial engine calibration strategy development before the first of three levels of prototypes were built around the 5.0 litre ‘Coyote’ Mustang engine.

Each of these prototypes advanced development of the engine, at first with 10

Australian Mustang and Ford Magazine

hand-made componentry to trial various configurations, until a final specification was locked in, utilising pre-production parts and then final production components.

Engine power levels, torque curves and emission outputs were all refined throughout this process.

“One aspect of the program that was very important to us was the aural output of the engine … it is at the heart of the FPV brand that the engine sounds right as well as means business, so we put enormous effort into that,” Bryan Mears confirmed.

“You’re going to love the outcome!”

Finally, verification prototypes then embarked on an exhaustive 170,000 kilometre durability program around Australia, before the engineering program was signed off in July 2010.

SPECIFICATIONS FPV will offer customers two engine specifications when the new GS and GT ranges go on sale in October.

The GS-spec engine produces 315kW of power at 5750 rpm and 545Nm of torque, from an incredible 2000 to 5500rpm!

Official fuel consumption and emissions figures* for the 315kW engine are as follows: GS Manual Sedan – 13.6 l/100km, 324 g/km CO2 GS Auto Sedan – 13.7 l/100km, 325 g/km CO2 GS Manual - 14.0 l/100km, 333 g/km CO2 GS Auto Ute - 14.2l/100km, 335 g/km CO2 The GT-spec engine produces 335kW of power at 5750-6000 rpm and 570Nm of torque between 2200 & 5500rpm. Its official fuel consumption and emissions figures* are as follows: GT/GTP Manual Sedan -13.6 l/100km, 324 g/km CO2 GT/GTP/GTE Auto Sedan -13.7 l/100km, 325 g/km CO2 * Combined cycle; tested to ADR81/02

SUPERCHARGED V8

POWERTRAIN SYSTEM TECHNICAL SPECIFICATIONS

2010 FPV ENGINE PROGRAM

V2G ENGINE (GT) 335 kW (DIN) @ 5750-6000 RPM (450hp & 422lb/ft) 570 Nm (DIN) @ 2200 - 5500 RPM

BASE ENGINE SYSTEM TECHNICAL SPECIFICATIONS Bore: Stroke: Con-rod Length: Compression ratio:

92.2mm 92.7mm 150.7mm 9.25:1

NEW FIRING ORDER FOR REDUCED CRANKSHAFT AND ENGINE VIBRATION • 1, 5, 4, 8, 6, 3, 7, 2 ENGINE BLOCK • Aluminium deep skirted block • 6-bolt cross bolted mains • steel press in cylinder liners • piston squirting jets for low piston temps and increased durability CYLINDER HEADS • high-flow 4 valve • DOHC • 32V • roller finger followers • pent roof combustion chambers • 55.98cc combustion chamber volumes VALVE TRAIN • intake valves - 2 x 37mm - chrome plated steel material • exhaust valves - 2 x 31mm - high temp. chrome plated inconel material • 12mm intake valve lift • 11mm exhaust valve lift • chain-driven cam drive system • variable intake valve timing • fixed exhaust valve timing • common intake and exhaust valve springs, retainers, collets, seals

AIR INTAKE SYSTEM • new high-flow cold air intake system • new bonnet sealed open cold air box • high-flow conical filter

V2X ENGINE (GS) 315 kW (DIN) @ 5750 RPM (422hp & 404lb/ft) 545 Nm (DIN) @ 2000 - 5500 RPM

CRANKSHAFT • forged steel crank • unique Miami engine balance specification CRANK SHAFT DAMPER •twin-sheave pulley • supports - 8pk supercharger drive system on rear sheave - 6pk water pump and alternator drive on front sheave • unique frequency / damper tune CON-ROD • n ew high strength powder sintered forged con-rod to suit supercharged application PISTON, RING AND PIN • new generation light-weight high strength piston and ring pack • hard anodised top ring groove • floating pin design • nitrided steel piston pin FEAD (Front end accessory drive) • 2 drive systems • 1 x 8pk belt which drives supercharger, power steering and AC compressor • 1 x 6pk belt which drives water pump and alternator LUBRICATION SYSTEM • new cast aluminium high-volume winged oil pan • cast in baffles for oil control under heavy cornering, braking, acceleration • G-rotor style oil pump • full length composite windage tray • engine oil cooler

EXHAUST MANIFOLDS • new cast stainless steel high flow EU4 exhaust manifolds • optimised for cylinder flow balance and emissions performance SUPERCHARGER INLET DUCT AND ETB ASSY • new cast aluminium high-flow supercharger inlet duct • 75mm electronic throttle body SUPERCHARGER ASSEMBLY • Harrop / Eaton designed HTV 1900 front drive, rear entry supercharger featuring: - Eaton TVS 6th generation rotor set - 1.9l per revolution displacement - torsional decoupler in supercharger drive shaft for optimised NVH - PCM controlled inlet bypass valve - bypass operation for vacuum and boosted conditions INTAKE MANIFOLD • new two-piece cast aluminium intake manifold • supercharger mounted under intake plenum as low as possible in engine vee providing: - optimised weight distribution / lower centre of gravity - optimised NVH - optimised air path and runner tuning - optimised engine performance • tuned length intake runners • features supercharger outlet air diffuser which - controls air charge motion out of the supercharger - delivers ideal cylinder to cylinder flow balance

EXHAUST SYSTEM • high-flow thin foil technology metal matrix catalysts • twin-brick catalyst construction • 140mm diameter, 2.1 litre per catalyst assembly • new cold end exhaust with FPV unique NVH tune • new quad outlet exhaust system • billet aluminium tail pipe finishers • new mufflers with new FPV tuning code • PCM controlled active exhaust system (Sedan only) to deliver - Refinement and comfort for part throttle cruising applications - Maximum V8 sound quality at idle and car manoeuvring - Maximum V8 muscle car sound quality during spirited driving FUEL SYSTEM • new high-flow fuel pump • new two-piece stainless steel fuel rail assembly • 4 Bar pressure return system • new high-flow fuel injectors - increased flow range - optimised targeting for EU4 emissions VEHICLE COOLING SYSTEM • Brand new high-efficiency radiator and fan pack assembly • Twin variable speed fans • New high-efficiency automatic trans oil cooler system • New engine oil cooler and cooling system • Engine inlet thermostat control • New vehicle heater circuit AUTOMATIC TRANSMISSION • Upgraded ZF 6HP26 transmission • new 7-plate clutch pack and 4-planet planetary gearset for improved torque capacity MANUAL TRANSMISSION • Tremec TR6060 with new bell housing to suit new clutch system. Revised 2nd gear synchros for reduced shifting efforts CLUTCH • ZF twin plate clutch common with Mustang GT500. New clutch release bearing common with Mustang GT500 AMFM

IGNITION SYSTEM • coil on plug • new iridium fine electrode tip spark plugs www.ausmustangandford.com.au

11

As used by James Courtney’s Championship leading Ford

Powering Australia’s

TOUGHEST

FORD V8s V8s for over 30 years!

Since the early ’70s when the Ford Muscle cars were King, Crane Cams have developed numerous race winning Camshafts for the Ford V8 engines, from Bathurst winning cams run by Dick Johnson, to Drag racing, and tough street.

Ford owners can now take advantage of Crane’s Quick Lift Technology in the Z Cams series of cams, as well as Crane’s tried and proven designs like the F246 cam for the 351c, the best camshaft in almost any application for this engine. Now the F238 and F256 for the 351c are available at lower pricing!

The Cams listed below are just a small part of Crane’s grinds for Ford engines. We also keep Cams and Valve Train Components for Ford 460 and Ford FE engines on the shelf. We Custom order Cams weekly from Crane’s library of over 30,000 grinds. Cam recommendations can be filled out on www.cranecams.com.au Duration @.050"

Part No

Grind

363501 363941 363511 363801 363521 364381 364551 364561 363841 364681 361421 368801 368811

Z256 H272 Z268 H278 Z274 H288 H286 H296 F278 F280 F260 R252 R258

206 216 218 222 224 226 226 236 238 244 260 252 258

444232 443941 443511 444551 440161 449561 449571 441161 441231 441431 448601 448821 448861 448851

2030 H272 Z268 H286 H234 HR232 HR244 F238 F248 F260 SR246 R254 R258 R268

206 216 218 226 234 232 244 238 248 260 246 254 258 268

Inlet

Valve Lift 1.6 Lobe Exhaust Separation Inlet Exhaust 289–302 WINDSOR 212 112 461 475 228 112 484 512 224 112 490 504 234 114 498 527 230 110 504 518 226 108 488 488 236 110 502 520 240 110 520 526 248 114 512 533 252 108 553 572 260 106 591 591 258 108 672 672 262 108 672 672 351 WINDSOR 214 114 448 464 228 112 484 512 224 112 490 504 236 112 502 520 238 110 527 536 240 112 563 584 256 112 595 595 238 108 512 512 258 108 533 555 264 106 591 601 254 110 579 598 258 108 672 672 262 110 672 672 272 108 672 672

Duration @.050"

RPM Range

Type

Part No

Grind

1200–5000 1800–5400 1800–5600 2200–5800 2200–6000 2400–6000 2600–6200 3200–6800 2800–6600 3200–7000 4400–7800 3600–7400 3800–7600

HYD HYD HYD HYD HYD HYD HYD SOLID SOLID SOLID SLD RLR SLD RLR SLD RLR

444211 444225 444221 444231 449601 449761 449811 449581

2020 2031 2030 2040 HR224 HR232 HR236 HR244

208 214 216 220 224 232 236 244

1400–5200 1800–5400 1800–5600 2800–6600 3200–6800 2600–6600 3200–7000 2800–6600 3400–7200 4200–7600 3400–7200 3800–7600 4000–7800 4800–8200

HYD HYD HYD HYD HYD HYD RLR HYD RLR SOLID SOLID SOLID SLD RLR SLD RLR SLD RLR SLD RLR

520581 523901 523921 523941 523801 524421 524551 529541 529551 529801 529811 521141 521211 521321 521421 528511 528371 528801 528811

H192 H260 H266 H272 H278 H288 H292 HR216 HR224 HR228 HR236 F238 F246 F256 F260 SR238 R246 R252 R262

192 204 210 216 222 226 230 216 224 228 236 238 246 256 260 238 246 252 262

Inlet

Valve Lift 1.6 Lobe Exhaust Separation Inlet Exhaust 5.0L WINDSOR 216 112 530 530 220 112 513 (1.7) 529 (1.7) 220 112 533 544 220 110 498 498 232 112 542 563 244 112 563 595 244 114 574 595 256 110 595 595 302–351 CLEVELAND 204 114 461 493 214 112 493 502 218 112 508 510 228 112 524 519 234 114 539 534 230 110 528 536 234 114 536 545 224 112 562 586 232 112 586 609 232 112 597 609 240 112 621 631 248 108 554 577 256 108 570 590 266 110 629 610 260 106 639 639 246 112 606 626 256 108 560 585 262 108 727 727 272 108 727 727

RPM Range

Type

1000–5000 1400–5400 1400–5400 1800–5800 2400–6400 2800–6800 3000–7000 3400–7000

HYD RLR HYD RLR HYD RLR HYD RLR HYD RLR HYD RLR HYD RLR HYD RLR

1000–1400 1200–4800 1500–5000 1800–5400 2200–5800 2400–6200 2800–6600 1600–5600 2000–6000 2500–6500 3000–7000 2800–6600 3200–7000 4000–7500 4200–7600 2800–6800 3200–7200 3600–7600 4000–8000

HYD HYD HYD HYD HYD HYD HYD HYD RLR HYD RLR HYD RLR HYD RLR SOLID SOLID SOLID SOLID SLD RLR SLD RLR SLD RLR SLD RLR

Distributed exclusively in Australia by Automotive Performance Distributors Pty Ltd www.automotiveperformancedistributors.com.au

Phone (08) 8363 5566

www.cranecams.com.au 12

Australian Mustang and Ford Magazine

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014

THE FPV FILES Story: AMFM, Pics: FPV

t t e r r a B Rod F.P.V GM ROD BARRETT FPV G.M. INTERVIEW 30th AUG 2010.

AM/FM: Will all V8 based FPV models run the supercharged versions of the Coyote or will there be normally aspirated versions?

Rod B: All will be supercharged.

What was the timeline in developing the new Coyote engineering packages?

Rod B: In 2007 FPV considered many engines put forward under the Ford family, including U.S based and Jaguar at the time but chose to develop a package derived from the 5.0 litre Coyote.

The problem with the normally aspirated Coyote package was that it only produced a little over 300 kW and that wasn’t enough – we were already at 315. The engine was a great base, all alloy V8, double overhead cam, variable cam timing, all good - but it didn’t have enough herbs!

So they set about looking at forced induction – the supercharger route was chosen due to engineering advantages over turbo’s, and, as we all know the supercharger produces boost without lag.

14

Australian Mustang and Ford Magazine

AM/FM: Why did you choose to include local suppliers for this development as opposed to importing fully developed and assembled versions?

time for FPV, it’s a huge investment for FPV. In the long term you don’t build things to not get your money back and we’ll do that in the time we’ve allocated for.

Rod B: The story is, this is not a crate engine, and we are at pains to point this out! We haven’t just imported an engine and fitted it into our chassis, it really is a componentry exercise using the basis of the Coyote engine. For all the hardware development that was required it was easier to work with local suppliers and we wanted it to be a locally made engine. The big part of the engine is with Harrop and who, together with Eaton, have packaged it up – they’re about 15 minutes away from here. We’ve used many local companies in the development and production stages, the obvious advantages include the efficiency of working in a common time zone, and supporting our local economy. We’ve done it this way before with the 5.4 Litre engine program.

I am proud to say this is an Australian assembled engine using 35 to 40% of locally produced parts.

AM/FM : The obvious historical similarities of the Original GT vs GS’s pricing / equipment specs and recent collectability would seem to reflect a readymade reputation and acceptance of FPV’s marketing of the new GS models. Can you tell us a little on how this new model came to be part of the FPV line-up?

AM /FM : We heard at the engine release yesterday that there has been a huge investment by FPV of approx. $40 million in the Miami Project. This would appear to be a positive show of confidence in the support of future performance for FPV fans here.

What do you see the return on investment timeline being?

Rod B: We didn’t do it because we know Falcon is going to stop and we didn’t do it because we know Falcon is going to keep going. The cycle plan for the Falcon is out to 2014; after that we haven’t had discussions with Ford. We have faith in what we are about to build and release as being a highly successful car. We are geared up to produce as many as we can get orders for. It is an exciting

Rod B: We originally produced 250 sedans and 75 utes – all of which were wholesaled to dealers within a couple of weeks.

The idea was to have a look at a low cost entry level FPV and provide a car as an introduction to what we were going to do this year and see how it went.

We took the retro Ford name from the late 60’s /70’s and used the same logo redesigned into 2009 graphically, name wise and what it represented was exactly the same as what it represented back in 1969. It was a GS, you could buy a base car and add bits to it as you liked. It was a great success and that’s important to what we were about to do this year in giving people an entry level FPV priced in the mid $50’s.

AM/FM : We’ve just been privy to the awesome supercharged Coyote engine packages to be unleashed, – surely with the world wide acclaim of the current Shelby Super Snake Mustang’s performance the time is right for the development of an FVP GTHO? Rod B: I would love to be part of the team that brings a new FPV GTHO into fruition, you’re absolutely right, with this new engine package we have every chance now to do that – its whether we will, and its whether the board wants to go ahead

with it, whether management wants to go ahead with it. I would always niggle that we should do that car. In recent times though, you think do you let sleeping dogs lay, do you let that car (pointing to the framed GTHO XY PH3 Vermillion Fire hanging in his office) rest and leave it as it is and then come out with something that individually sets the standard in the fast Falcon range as a Ford Performance Vehicle, a new GTHO not by name but by nature or by myth. This is the greatest 4 door Australian saloon car ever produced, it’s only available in limited numbers and it’s only available in limited colour range, and this is what you should consider as a replacement for GTHO. Are we considering it right here right now? – no we are not.

AM/FM: We have received feedback from many of the Ford faithful that they require a model which caters for extremely high performance track based activities for Club days etc. Does FPV have plans to cater for these requests?

Rob B: Let’s just revert back to the GTHO conversation for just a moment, we may choose in the future to bring a car which we believe is of GTHO mythology that may not be called GTHO but it may have all the attributes of your aforementioned statement.

AM/FM – But there is drive in your section and branch and the passion is there? With some of the individuals that drove the development of the earlier cars culminating in the Phase 3 – your Al Turners and your Bill Bourkes and the obvious passion and drive in them at the time of ‘Total Performance’, that enthusiasm obviously makes the difference?

Rod B: You’re absolutely right and Al Turners in Australia at the moment, I’ve met with him and spoken to him a few times over the past couple of weeks – not about the new GTHO but about the old GTHO. It would be lovely in 40 years time for someone to look back and say that ‘he was there at FPV and was part of the Team that re created an Icon’. I’d love that because I’ve been passionate and hopefully knowledgeable about my fast Fords for many years and that would be great, but at the end of the day it’s not my decision, although every morning I open that door to my office I look up there – again points to the framed Phase 3.

AM/FM : With this extensive investment in the Miami Powerplant, do you see the opportunity to export the package to offshore locations?

Rod B: There are markets around the world where I think this engine would be a very successful one – none more so than back where it came from. I think Bryan (Mears) and Prodrive and FPV would definitely be looking at opportunities outside of Australia and New Zealand.

AMFM: As the main influence and inspiration behind our QIK 429 Project, we graciously accept your offer to have FPV’s Ambassador Mr Allan Moffat unveil the completed product.

This activity will create a great moment in the project’s coverage. Can you tell us how Allan came to be FPV’s Ambassador, who drove the decision and what the association timeline will be?

Rod B: It was my decision because I believe Allan Moffat is Ford and Ford Racing, I believe that people that buy our cars relate to Allan Moffat equally as they relate to Steve Richards or Mark Winterbottom.

What got me about Allan was seeing him work at Australian Muscle Car Masters the last 2 years and seeing him pull a queue of 150 – 200 metres everywhere he goes.

We are currently running a program called An Evening with Allan Moffat where he and I sit down, 2 chairs/2 mic’s and talk, which is quite entertaining. I just feel that he really is an asset to us, we do a lot of stuff around Bathurst and Allan has won Bathurst 4 Times – all in Falcon’s, all in GT’s, that said - if you’re going to get an Ambassador why don’t you get someone that relates to the brand, someone that relates to the joint venture partner in Ford and someone that relates to your audience, which I think we’ve captured Allan perfectly in this way. He is a great Ambassador, it’s just a year by year sort of thing, but at the moment in his first year he’s done a wonderful job for us and he’s become a really good friend – there’s no reason Allan’s association with FPV won’t continue well into the future.

AMFM

www.ausmustangandford.com.au

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016

FORDS ON TRACK Story & Pics: FPR

FPR 2010 …

THE S TORY SO FAR ….

F

resh from a win on the streets of Townsville, Ford Performance Racing has signalled that they are well and truly back in the 2010 V8 Supercar Championship title fight, with WesTrac-backed racer Mark Winterbottom securing his second victory of the season just before the mid-season break.

His stellar performance was further enriched by his FPR teammate Steve Richards, who over the course of the weekend hooked two top-ten finishes illustrating his return to form after a roller-coaster season.

It is a welcome return to form for FPR, who after starting the 2010 season with a flurry of podium finishes and dominant speed, then suffered a dramatic performance slump during the soft-sprint tyre rounds.

“The car was fantastic in the Middle East … I couldn’t have asked for a better package to start the year with,” Frosty said.

“Out of the box it really suited the fast flowing smooth circuits over there … but once we got back here and hit a few bumps (literally) the car really became a different beast and didn’t seem to want to do what we wanted it to do … and that’s where over the course of the rounds in NZ, Queensland &

Winton things really took a dive.”

To ensure they were once again competitive, FPR made the decision to use two of its valuable test days back-to-back in an effort to fast-track new components that would see the team back at the pointy end of the field.

“Our solid testing program after Winton though got us back to where we should be and as soon as we put rubber to tarmac in Darwin the rest of the year was suddenly looking brighter again.”

Darwin saw FPR take their first win in 2010, with Frosty excelling in the testing conditions, while teammate Steve Richards also had a stellar round, blasting his way 11 places through the field for a welcomed top-ten finish.

Heading into the second half of the season, FPR is confident the pace can be maintained and more wins are definitely part of the 2010 storyline.

Frosty’s recent win in Townsville elevates him back into third place on the V8 Supercar Championship points table with 1623 points, 324 points off leader James Courtney and 204 behind second placed Jamie Whincup. >>>

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Australian Mustang and Ford Magazine

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FPR PREPARED FOR BATHURST BATTLE The trucks are loaded … the pilgrimage to the ‘mountain’ is on … and this year FPR is back with a vengeance after a kick in the guts last year.

Coming off wins in Darwin and Townsville (where all three FPR-prepared cars finished in the top-five), FPR has turned their mid-season performance slump around – and put it well and truly behind them, leaving them in great shape for a shot at this year’s Bathurst 1000 title.

Joining Mark Winterbottom aboard the Orrcon Steel Falcon will be experienced racer Luke Youlden, while Bathurst-rookie James Moffat will be making his V8 Supercar main series debut alongside Steven Richards in the Dunlop Super Dealer Falcon.

Youlden will be racing at Bathurst for the third straight year with FPR, having previously recording five top-ten results on the Mountain since debuting in 2001, with a best result of third in 2003.

On both previous occasions behind the wheel of the FPR Falcon Youlden has teamed with Dean Canto, with the pair registering a seventh place finish in 2008, before retiring late in last year’s event while running in fifth position.

Moffat meanwhile has been campaigning the Ford Rising Stars Racing Falcon in the Fujitsu V8 Supercar Series this season, currently sitting fifth in the points standings.

Moffat had a stunning debut season in 2009, where the second generation racer won his first ever V8 Supercar race before finishing second in the championship, picking up the Mike Kable Young Gun Award along the way.

FPR team principal Tim Edwards believes that his driving combinations have the perfect mix of speed and experience.

“We are very happy having Luke and James team up with Mark and Steven, and we’re extremely confident of a strong showing in the endurance races,” Tim Edwards said.

“Over the years, Luke has demonstrated that he is one of the most talented drivers in Australia without a full time drive, and we are glad that he has joined the team for a third straight year.

“We have obviously been following James very closely through our association with Ford Rising Stars Racing, and he is a very mature driver for only his second full season in V8 Supercars.”

F - First O - On R - Race D - Day

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17

Car # 5 Orrcon Steel FPR Falcon Currently third in the V8 Supercars Championship Series, Winterbottom is in the hunt for the title, but after a couple of horror results at Queensland Raceway and Winton, he has some ground to make up on title leaders James Courtney and Jamie Whincup, and he’ll be looking to do that on the mountain.

While the pressure is on Frosty to secure maximum points if his championship title hopes are to remain alive, he can suit up for the battle knowing he has one of the best wingmen in the business by his side ready to put in what it takes ‘for the win’.

Partnering Winterbottom in the Orrcon Steel FPR Falcon is Luke Youlden – one of the safest pair of hands in the co-driving business. He’s been in ‘championship’ situations before, and delivered, but how will he go this year?

“My job is to make sure that when Frosty hands over the car, I give it back to him in the same condition – and position,” Youlden said.

Youlden will be racing at Bathurst for the third straight year with FPR, having previously recorded five top-ten results on the Mountain since debuting in 2001, with a best result of third in 2003.

CAR #6 – THE DUNLOP SUPER DEALER FPR FALCON Two-time Bathurst winner Richards is one of the stalwarts of the V8 Supercars category, but a number of issues this season has affected his championship.

Only a handful of top 10 results have been forthcoming, although a strong run in Darwin and the last round at Townsville have given him the confidence he needs for a strong showing this endurance season.

One unknown for Richo is the endurance form of his team-mate James Moffat. The rookie will compete in his first V8 Supercars Championship Series races, and while he has also had a difficult season in the Fujitsu V8 Series, this pair can’t be written off.

“To say I’m looking forward to this race would be an understatement,” Moffat said.

“It’s something that as a kid you dream about … and obviously having watched dad race here since I was born I’ve probably had more exposure to this place than most people so it’s a pretty special weekend for me.”

And for those with a nostalgic bone, this year is the 40th year since James’ dad Allan Moffat’s first Bathurst 1000 win … AMFM

MARK WINTERBOTTOM

LUKE YOULDEN

STEVE RICHARDS

JAMES MOFFAT

Age: 29 Lives: Melbourne, Victoria Debut: 2003 (with Mark Noske) Starts: 7 Best Finish: 4th (2008 with Steve Richards)

Age: 32 Lives: Melbourne, Victoria Debut: 2000 (with Christian Murchison) Starts: 10 Best Finish: 3rd (2003 with Steve Ellery)

Age: 38 Lives: Melbourne, Victoria Debut: 1995 (with Anders Olofsson) Starts: 17 Best Finish: 1st (1998 with Jason Bright, 1999 with Greg Murphy)

Age: 26 Lives: Melbourne, Victoria Debut: 2010 (with Steve Richards) Starts: 0 Best Finish: Debut in 2010

18

Australian Mustang and Ford Magazine

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19

020

AUTOBARN TOURING CAR MASTERS

n o i p m a h C g n i r Tou Story: Live PR & Media, Images: Dirk Klynsmith

Richards & Miedecke drag race off the line

Round 1 - Clipsal

Reigning champ Gavin Bullas

C1: Bowe’s Battlescarred ‘stang had the raw speed but no results C2: Jim Richards in the Shannons Falcon Sprint C3: Delighted, gentleman Jim congratulates Miedecke unaware he would inherit the series lead just days later 20

Australian Mustang and Ford Magazine

C4: Pretty in Pink - the famed Ford Falcon phase IV made its worldwide race debut in the hands of Leanne Tander C5: Stillwell Mustang made a welcome return to the field C6: While the McAlister mustang made a welcome return to form

MasteTrs Round 2

- Winton

he 2010 Touring Car Masters presented by Autobarn season kicked off its biggest season so far amid the fanfare of the Clipsal 500, with 36 entries and all eyes on the newly-acquired ’69 Mustang of former V8 Supercar legend, John Bowe.

A wobble in the very first practice session saw Bowe put his brand new Pony into the wall in the first couple of laps, prematurely ending his session.

Rebounding like the champion he is, Bowe put the famed, and slightly battle scarred, number 18 on pole.

After a truly dominant 2009 championship, the Boss Mustang of reigning champ Gavin Bullas delivered the first blow of the 2010 season, taking out race one at Clipsal, outpacing pole sitter Bowe.

The Bullas-Bowe Mustangs traded paint in a physical exchange throughout the remaining two races, leaving the Ford-powered Shannons Falcon Sprint of megastar Jim Richards to battle Andrew Miedecke’s Camaro for the race lead. In the end, Miedecke took the race two win ahead of the Fords of Bowe and Richards.

With Miedecke and Richards balanced on equal points going into the final race, it set up a nail biting decider as the pair lined up on the front row of the

grid for the final nine-lap dash. Miedecke got the jump off the start line and while Richards pushed him all the way to the start line, the Camaro held firm at the front of the field to take both the race win and a dream debut round victory for ex-V8 Supercar driver Miedecke.

That was to be the General’s only victory for the first half of the 2010 title chase. Following the round one victory, in a display of outstanding sportsmanship, Miedecke’s team voluntarily nominated Clipsal as their dropped points round after finding the car was not compliant for the meeting.

While Miedecke remained the round one winner, dropping his points for the round elevated runner up Jim Richards to the Group 1 championship points lead.

In the Group 2 battle, Clipsal was a Porsche playground with South Australian Bernie Stack invincible on his home turf. It was the ’64 Mustang Coupe of Ian McAlister who was the big surprise, scoring a podium finish in a welcome return to form after a shocker 2009 season.

It was the newly-established under two-litre/ Group 3 title battle that gave Ford its first Touring Car Masters round win for 2010 as the popular purple Escort of Phillip Showers to its first TCM victory.

Round two at Victoria’s Winton Raceway and it was once again Bowe’s Mustang on pole, but this time he was able to translate his qualifying speed into race results, scoring not only his first >>>

W1: Bowe Leads!

W2: It’s all about Bowe W3: Tander gave the Phase IV its fIrst ever podium W4: Fords top three in the championship W5: Leanne Tander in the XA GT Cockpit W6: Richards looked good but it ended badly W7: Bullas’ black flag for blocking unleashed Bowe W8: Another podium for McAlister

www.ausmustangandford.com.au

21

race win of the season but his first three wins in a spectacular clean sweep for the overall round victory and the series lead.

As Bowe checked out, the rest of the field were left to squabble over the remaining podium places.

It was Richards who looked to have the goods for the runner up position after finishing second in the first two races, but he fell down the order when a fire caused him to pull off the circuit with smoke pouring from the Falcon’s cockpit in a dramatic exit on the penultimate lap of race three.

With Bullas’ Mustang also out of contention after being pinged with a drive through for blocking, it was Miedecke who romped home in second place ahead of Leanne Tander who did a spectacular job to get on the podium in only the second round for the much publicised Phase IV Falcon XA GT, which made its world race debut in the previous round at Clipsal.

In Group 2, it was again Stack’s 911 Porsche on top of the dais, but this time it wasn’t all his own way. With one win in his pocket, Stack was runner up to the XU-1 Torana of 2009 Champ Trevor Talbot in race two, and then played second fiddle to the ’68

Mustang of returning TCM racer Chris Stillwell. Stack took top honours in the Group 2 round results edging ahead of the Mustangs of Stillwell in second and McAlister in third.

On his home turf, the Shower’s Ford Escort took its second victory to further extend his points lead in Group 3.

Trekking to the Top End for round three, Bowe was again the pole master with his third consecutive pole position. Unlike Winton, Bowe and the #18 Mustang struggled with heat related issues and couldn’t match the race pace of Richards’ Shannons Falcon with Richards leading Bowe across the line for race one. Bullas’ Mustang and Brad Tilley’s XY GT Falcon crossed the line next to see Fords fill the top four places.

In race two, Richards was again in a league of his own and left behind the Mustang v Mustang battle of Bullas and Bowe with Bowe this time settling for third behind the reigning champion.

In almost a reverse carbon copy of Winton, Richards took the final race win for a clean sweep of the round and assumed the series lead, while Bowe

Round 3 - Darwin

The Field snakes around Hidden Valley D2: Numero Uno D3: JB puzzled about Jim’s speed D4: Richard Leads D5: Mustang VS Mustang D6: Wheels Up Tilley D7: Group 2 was closer than ever!

D8: Darwin was Jim’s playground D9: Ford 1-2-3 D10: White Lightning D11: D’oh it’s all over

22

Australian Mustang and Ford Magazine

exited the final race in a cloud of smoke from a broken oil line on the penultimate lap and finished well down the order.

With Bullas secure in second place, Bowe’s departure opened the door for Tilley’s first podium of the season, giving Ford its first podium lockout of the season.

In Group 2, Stack finally stumbled and the Valiant Pacer of Cameron Tilley took a clean sweep for the round win. The Mustangs of McAlister and Stillwell jostled for the remaining podium positions with the revitalised McAlister, the only driver to have appeared on the podium at each round so far, narrowly ahead of Stillwell in third.

Showers’ dominance came to an end in the Group 3 battle as the exotic Alfa Romeo GTAM of Tony Karanfilovski scored a clean sweep and his first round win in the series, with Showers home in second.

After a long mid-season break, the Touring Car Masters action resumed at Eastern Creek Raceway for the Muscle Car Masters event....Stay tuned for coverage next issue. AMFM

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024

BADDS MUSTANG Story: Warren Day, Pics: Chris Thorogood

The

Dr

r e v i r

ussie A h t i w e c a senten n i ’ ring to r r e e v f i e r r ‘d e d b r ormally t the wo n u p ’d t could u u a o o y y h w y n t e l u e o d Whe ron Bad alking ab a t A e o ’r r e p w f l e go driver. this cas e n t i I r . u b o u l v c a a golf n’s new f o r a A e b possibly

L

ike so many, Aaron developed a fatal attraction for Eleanor after watching Gone in 60 Seconds.

This interest awoke Ron’s inner revhead with the thought of creating an oz-built Baddeley version.

You see, Ron is no stranger to high performance four wheeled machinery. Over a twenty year period in America, he worked on a variety of race cars that culminated in being Chief Mechanic for Mario Andretti’s Indy Car. Armed with his vision of classic 60’s style with a hint of new technology, the search was on for a suitable build car, not an easy task these days due to the Eleanor influence. Finally it was a local importer in Melbourne that came up with the goods. The 289 powered, three speed version was seemingly a good starting point. So many times we hear at this point that the car is an absolute lemon but after Ron had it carefully bead blasted back to bare metal he knew he was lucky enough to have found a gem.

Ron was soon in contact with Pete Smith at East Coast Mustang Parts to commence acquiring all the necessary parts and it was he who suggested the Kinsmore Brothers, Luke and Troy to take care of the paint and panel work. The Mustang soon took up residence at their Slammed Creations workshop where Luke began prepping the body for paint.

Having dealt with the minor rust and body work he then began fitting up the body kit. This proved much more involved than you might think. There was a significant amount of refining and re-fibreglassing to get a perfect fit, not to mention the fact the kit didn’t include mounting brackets for lights and grilles, all of which were also designed and made by Luke.

Between Ron and Luke they added functionality to the scoops by fitting ducting to cool the brakes while others ventilate the cabin.

Luke also did a number on the engine bay, seam welding all the joins and generally smoothing the

This was a car with no apparent accident damage and rust was limited to some minor spots in the rear quarters. Jackpot!

inner panels for a much cleaner appearance. The roll cage is also Luke’s handywork.

At Slammed Creations Luke and Troy regularly exercise their artistic flair through not only amazing artwork but also in the construction of cars where ideas can run wild.

While on the interior Luke developed the concept for the console and with Ron’s approval fabricated what is now a striking feature of the trim, thanks also to Troy’s paintwork. Together they successfully integrated the racing stripe theme from the outside to the interior.

When Luke had finished his fabrication and panel work, Troy stepped in to lay on the colour and instead of going with the usual Eleanor flow of grey and black, Ron decided again on some further individuality by opting for Torch Red with white stripes. In a car park full of Eleanor clones, this Baddeley version would certainly stand out from the crowd. Again, it >>

– looking Sexy Eleanor good to see ’s it hot in red, ange for the a wardrobe ch . leading lady

the engine Ron reckons an ro is st nger th ra ve ne – d te pa antici bad thing.

Badds the Golfer It all started when a young 8 year old Aaron went for a round of golf with his grand-mothers. By age 12 he was playing competitive golf and won his club Open Championship at age 14. From then on, he was always going to be a professional golfer. He soon became the youngest winner of the Victorian Amateur Trophy in 60 years and the youngest winner of the Riversdale Cup, a tournament that is over 100 years old! The golfing world stood up and took notice when Aaron won the Australian Open as an 18 year old Amateur and then defended his title the following year. He was soon regarded as the hottest young talent in Australian golf since Greg Norman and he was keen to take his talent abroad. In particular, he wanted to take on the toughest tour of them all - the US PGA Tour.

Always confident on home soil, America proved to be difficult and confidence subsequently began to wane.

However, Aaron continued to work hard, he changed coaches and eventually worked his way onto the full US Tour in 2003 courtesy of his Top 15 finish on the Nationwide Tour money list in 2002.

His first start as a full member of the PGA Tour was almost a fairytale with Badds leading World No. 2 Ermie Els by two shots after three rounds and duelling with the great South African down the stretch only to lose on the second hole of a playoff. He is now a two-time winner on the PGA Tour with the promise of more to come.

If you’d like to see more of Aaron in action, check him out at www.badds.com.

26

Australian Mustang and Ford Magazine

was not a The body kit operation. simple bolt up

Braced and ready to race - the engine bay looks all business.

lt, r with a red be Black leathe e nines. th to is dressed r no ea El e th

In front of family and fr iends, Ron presents Aa ron with his new driver.

www.ausmustangandford.com.au

27

s practical, The boot remain om for the esky! there’s enough ro even extended to The stripe work e little things... the cage – it’s th was the conceptual thinking of Troy that suggested with 500 horsepower up front. Ron fitted a vacuum the continuation of the stripes under the boot and tank that lives in the boot, co-habiting with the bonnet. With Ron’s nod Troy went ahead with them battery and fire extinguisher. Ron made up his own handbrake system that incorporates its own calliper and they are a focal point of the paintwork.

Ron went Stateside to source a lot of the on each rear wheel that, through a pair of stainless suspension and brake components. Almost all the steel pulleys, cables and adjuster, hooks up to the original front end has been replaced with a Total original handbrake lever.

Since moving to Australia some 26 years Control Products coil over conversion kit that also incorporates a rack and pinion conversion. The latter ago, Ron has become friends with Peter Orger at Orger Engines so it’s only in turn connects to a Flaming natural he took care of the River billet steering column. A “Ron reports “the grunt department. The 351 bump steer kit was also fitted rear is nice and tight Cleveland now operates at allowing plenty of adjustment a 6.0 litre capacity courtesy and you can’t miss the strut tower and overall the car of a Scat crank and rods. brace, also from the Total Control handles really well” Forged pistons fill the bores catalogue. Mid-ship there are giving an unleaded friendly subframe connectors while down the back the nine inch is still suspended on leaf compression ratio of 9.75:1. The aluminium AFD springs but has supporting roles from a Maier Racing heads were given a tickle before being fitted with panhard rod and Caltrac traction bars. Ron reports 2.15” and 1.65” valves and Crane roller rockers. “the rear is nice and tight and overall the car handles The heads are held firm by an ARP stud kit. The Crane valve-train continues with a hydraulic roller really well”.

Behind the 17” GT40 style wheels reside 13” cam boasting .609 thou lift and .294 thou duration. slotted rotors and four spot callipers from the Induction functions are performed by a 750 cfm Stainless Steel Brake Company - almost a must Demon carb atop a TFC manifold. Hooker headers >> 28

Australian Mustang and Ford Magazine

extract the burnt gases, sending it rearward through brake package, you can see how this could be a very twin 2.5” pipes. While 500 horsepower could lively and fun car to drive. possibly be better served by a bigger carb and The last member to be brought into the build fold bigger exhaust, Ron and Peter opted for the smaller was Rod the Trimmer who kept alive a lot of the versions to improve driveability. Even considering traditional 60’s Mustang feel through his trim work. the high lift cam, Ron says that even when you nail The standard style of the seats remain but have been it at 1700rpm in fourth it pulls away hard, much upgraded with leather covering while door trims, stronger than originally anticipated. MSD plays a carpet and hood-lining are standard black materials. starring role in the spark and ignition department The interior has been accentuated with stainless while a large alloy radiator and twin thermo fans appointments such as the instrument panel, pedals, keep the temp under scuff plates, shifter boot control. On the subject surround and vents.

Ron says that even when of spark, Scott Green Seeing as Aaron resides you nail it at 1700rpm was the guy called back in the States these days, in fourth it pulls away in to take care of the unfortunately the ‘stang will electrical spaghetti. be shipped there for him to hard, much stronger than This was naturally enjoy but prior to this, Ron originally anticipated. hidden in the engine would like to participate in bay which also a show or two to see how it contributes to the clean look under the hood and his would stack up against other Oz-built Mustangs. If expertise ensures everything functions reliably. you’re lucky enough, you might get the chance to Bolted to the back of the Clevo is an ex-Tickford see this awesome car in the flesh. Once at its final Tremec five speed gearbox. This conversion destination I am sure it will show those in America required the smaller diameter Windsor clutch to be who see it what a few talented Aussies can do with utilised which also assists in the engines ability to one of their classics. And of course, we hope Aaron’s rev quickly and responsively. Final drive ratio in the other driver helps him show them what great golfers nine inch is 3.90. All tolled; 500hp, five speed, 3.90 we produce as well. AMFM gears together with the impressive suspension and

A cool personal badging.

S

touch is the BADD

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etti Chief ex-Mario Andr , ey el dd Ba Mr Ron stermind. w Mustang Ma no d an ic an Mech

a flavour to ve a nostalgi gi ms ri 40 GT Period style ing exterior. e modern look the otherwis

OWNER: Aaron/Ron Baddeley VEHICLE: Eleanor Styled 67 Fastback Mustang.

ENGINE: 6.0 litre stroked Cleveland CRANK: Scat RODS: Scat PISTONS: Forged HEADS: AFD Alloy VALVETRAIN: Crane hydraulic roller, Crane Roller rockers, 2.15” and 1.65” valves

MANIFOLD: TFC CARB/S: 750 Demon IGNITION: MSD electronic distributor, MSD 6AL-2 amp EXHAUST: Hooker headers, twin 2.5” system POWER: 500hp GEARBOX: Tremec 5 speed DIFF: 9”, 3.90:1 LSD BRAKES: Stainless Steel Brake Company 13” rotors with four spot calipers

SUSPENSION: TCP independent A arm and coil over front end, Caltracs & panhard rod added to rear leaf springs

CHASSIS: TCP chassis connectors, TRC shock tower brace STEERING: Power assisted rack & pinion, Flaming River column BODY/MODS: Eleanor body kit, functional scoops, rolled rear pan.

PAINT: Torch Red with white stripes WHEELS & TYRES: 17” GT40 style rims, 275 & 245 Sumitomo INTERIOR: Leather seats, custom console, custom gauge fascia, roll cage.

TIME TO BUILD: Four years THANKS TO: Luke & Troy Kinsmore (Slammed Creations) – paint and panel, Scott Green – electrics, Peter Orger – engine, Rod the Trimmer.

s med Creation k by the Slam or w pe ri is st p e Th d 500h ional. Oh, an guys is sensat o. to good pretty damn

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Australian Mustang and Ford Magazine

ripes again. ntion those st me a tt go e I’v n be made g so simple ca How somethin g signiFicant. into somethin

COMING UP IN ISSUE #2

Blown and injected, beautiful and invigorating – Sash Razmoski’s Coupe has it all.

ROUND 4 TCM

Muscle Car Masters QIK 429

‘69 Sportsroof ‘CHALMERS TOUCH’

Engine Tech Package

Rudi Baker’s Mojo ALL THIS PLUS MORE! Subscribe to make sure you don’t miss out!

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QIK 429 MUSTANG BUILD Story: AMFM/ Motortorial, Pics: AMFM

The SSB stripped shell at its best angle, the other three corners consisted of some ugly sins.

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l u f i t u a e B y d o B e

Th

r a e R f o o r P t e ull

&B

ion t to creat p e c n o c e witness th ve the collective o t e c n a h a ec we don’t h through we get th t ly n u e e t b t ’ a f n n o li u y t u r r ha fo t it It’s not ve s or Over el car. Un nt of wha e v u id o le c R e c t s li a a e w h n c lo build of a shows su blow by b V a T u e o iv y r g d to rin tive art. b e o l c m il n o w ie t e u d w u a a of ium ing piece zine med n a n g u t a s m a e er th ew togeth r c s o t s e tak

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Qik 429 Build, Edition 1.

Project mastermind and manager is life-long Mustang convert Nathan Wellington. He’s no stranger to potent ponies, having built and pedalled a Hilbourn injected, methanol sucking, V8 powered ‘67 fastback in the mid-nineties. This time it’s a ’69 fastback, inspired by Allan Moffat’s all-conquering 302 Boss race car of the 70’s. Concept cues are drawn from V8 Supercars, pro-touring, street elite and naturally, some individuality. It will be a new millennium Mustang with a distinctive race car character to its otherwise street appearance. Bring to the fold a myriad of high quality parts, suppliers and craftsmen and there’s no doubt that QIK429 will be one ground breaking, ground pounding ‘stang.

F tle old scurity from a lit Plucked from ob was the is th , ica er y in Am man in A lanewa 29 build. basis for the QIK4

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irst things first. If you haven’t seen or heard anything of the next great Mustang to bite the bitumen Down Under, we’ll bring you up to speed with the story so far. Previous publications had shown how the shell got to a bare metal, naked state but before we jump head long into the world of bodywork, let’s hit rewind.

To start with, a starting point is required. While Mustangs in Oz are reasonably plentiful, choice is still limited and when you’re contemplating a build of this proportion, ideally an old rolling shell, unfinished project or just a run-down example is what you’d want. However, we’re talking Mustang, not Falcon, and a fastback at that so choice was somewhat

limited. The chosen candidate was a running 390, four speed, left hand drive ’69 fastback that upon a quick inspection appeared to be in relatively good condition. While you want a starting point to be as good as possible, ultimate perfection was not sought in the same way you might do when buying a nice driver. Of course the first step was to strip the car down by removing everything that is, well, removable. The most important part of this process is to bag, tag and box everything as you never know what little clip or bracket you’re going to need, or more to the point not be able to buy, when it comes >>> to assembly.

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During this phase one of the essential parts of a build was provided by the guys at B & D Industries in the form of their locally designed and built Twister Rotisserie. If your plan includes any work on the floor, wheel arches or engine bay of a car, these are a safe and functional essential. That is unless you like lying on cold concrete floors and are double jointed!

With suspension removed it was finally down to a bare body shell. The next stop was Sydney Soda Blasting where the SSB guys removed the outer layers of skin to leave nothing but the bare metal skeleton. This is a monumental step for any builder as it can take a car that, with a bit of panel work, could be ready for a new shiny coat of paint, to a car that requires that much bodywork you may consider ditching it. This is not for the faint hearted folks. The positive is that if you make the decision to go ahead you know everything that goes into the car. Also, if you’re contemplating such an extensive build as that of QIK429, then you know most of it will be replaced or re-fabricated anyway.

Soda blasting is one of the safest ways to perform the stripping process as it will remove paint, primer and filler without affecting the underlying metal panels in any way. The fact that these guys are the preferred option to work on soft aluminium panels of Aston Martins and Ferraris means that our mainly steel panels and bodies are in safe hands. Finishing the body and revealing the rust affected areas, the SSB guys then loaded up garnet to treat these areas - blasting the rust away to leave nothing but clean metal to work with.

If you don’t think you have the stomach to go through such a nerve-racking experience for your already highly priced muscle car, a process that could lead to either throwing it away to start again, or tipping a truck load more cash into repairs, then there is an alternative. There’s Dynacorn. This American based company are producing complete body shells of cars like the Mustang. For about $20k you could end up with a brand spanking, straight and unmolested shell landed to your garage. More from Dynacorn a bit later on.

Back to the now bare ‘stang at SSB and it wasn’t pretty. At some stage in its forty year history it had copped a rear-ender that had bent the rear frame rails, there was some damage to the right rear quarter and roof and as you’d expect, some areas where the tin worm had been at work. Some were not concerning as they’d be replaced, others would require attention. The original hanging panels on QIK429, damaged and deteriorated over time were diced as they were to be replaced with new repro units. In an ideal world, uncovering workable quarters and roof would be the aim but the panel replacement order for QIK429 grew in size to now include these three panels.

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As well as producing complete body shells, Dynacorn also produce accompanying panels for purchase individually and as you can see from the pics they’ve come to the party with a whole new skin and many other underlying parts as well. Locally, their panels and parts can be supplied by Southern Mustang and Ford Spares in New Zealand and Capital Classics in Canberra. Once again, the price of new repro panels can be a cost effective solution.

By the time you have sourced reasonable units, had them blasted and then put them in the hands of a panel beater for some time, it starts to add up. Panel beating is a very laborious and time consuming process that isn’t cheap and it doesn’t take many hours to equal the price of a new panel. >>>

corn, panels from Dyna and sic Capital Clas s rd.

Fo d an g Southern Mustan

Rear parts and

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on l shop to check walk in to pane to ive job. e ss lik ma ya a d s ul it’ How wo th that! Yep, wi ed nt ro nf co progress and be

Skin Graft T

hen there are those panels that require the professionalism of a panel beater to fit – like those new quarters and roof panel.

Looking at a quarter-less car is a scary sight so let’s check out how the pros do it. When it came time for bodywork, Nathan has chosen Steve and Simon at St Marys Prestige Crash Repairs to straighten up the old girl.

St Marys Prestige Crash has been around since the mid eighties and Simon and Steve have been at the helm for the past ten years. Throughout the shop’s history the core business has been accident repairs and insurance work. Having rebuilt their own cars over the years, restoration is now a facet they are making a focus for their business. Due to the bent and bruised nature of QIK429 this was the ideal platform to showcase their abilities.

When the bent and blasted QIK429 shell arrived at the St Marys workshop the first step, as in any serious restoration was to get the car straight and square again. Bolting it on to the chassis aligner the guys started pulling and stretching it back into shape. This was concentrated on the rear end where the frame rails had been bent. There are a series of holes located on the body that provide reference points for accurate measuring. With the correct numbers achieved it was then time to bolt up the panels to make sure all the gaps are true which provided another check to ensure the body is true and square. >>>

ey Bros Part two of Dodg acement. pl rear quarter re

ace a quarter How not to repl ly the guys from panel. Thankful e have the skill St Marys Prestig . do the job right and equipment to

Bolted to the Car-o-Liner chassis straightener, the body is stretched and pulled back into shape.

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With all that preliminary work done, they could now begin the roof and quarter panel replacement.

To begin with the guys remove all the lead filling in the panel joints before setting about the onerous task of drilling out all the spot welds. From the door jamb, along the sill, wheel arch, rear beaver panel, boot and window turret - there’s hundreds of them to drill out. Finally, the cuts are made to adjoining panels before carefully separating it from the body.

As mentioned, it’s a confronting image for the un-initiated. Taking such a large chunk of steel from anywhere in a car results in some weakness but the remaining body is kept rigid as it’s still bolted to the chassis aligner. Now it’s time for more meticulous work as the next step involves rebuilding the body panels where the spot weld holes are. As tedious as it was drilling them out, the same applies for welding them all up. They are then smoothed with the grinder, panel beaten back into shape and lastly rust proofed.

Finally the new panel can be slotted into place, carefully clamped to ensure perfect alignment. A purpose built spot welder is then used to secure the panel in position with the end result being one that closely resembles a factory finish. It is a similar process for the roof with the spot welds located along the window turrets and the gutters. The St Marys guys also created the custom rear beaver panel where their years of experience came to the fore to execute the six to eight light conversion. >>>

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The roof is ready for its new skin.

se a reputable Be sure to choo your project! transporter for

le for The perfect vehic makeover!

a complete

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Now that’s a sunroof! The spot weld holes are being prepared before new panel is welded into place.

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Starting to look like a car again, the rear quarters are back in place as are the doors and guards.

Max at St Mary’s up Prestige bolting for s ge hin or do w ne Fitment

ristics unique characte One of QIK429’s n, sio light conver is the rear eight e. ag at this st almost complete Instead of cutting a light slot out of the old panel and welding it into the new one, they cut the old one through the middle of the middle light and the new panel through the middle of the inside light, and then joined them. What this does ensure is that the space between the lights is even throughout, not to mention the fact there is less welding required; only the top and bottom as opposed to all the way around a cut out slots section and a much easier top to bottom weld to shorten the centre section. These guys are not only clever but damn good at what they do. We’ll catch up with Simon and Steve again when it comes time for final body prep and laying on some colour.

Inserted into their new look rear light panel will be a series of custom LED lights that will include orange indicators and white reversing lights. This is not only rego friendly but also removes the standard lower reverse lights that have a ‘tacked on afterthought’ feel about them which has enabled the complete style make-over of that lower beaver panel. It’s another example of merging together new age technology and classic looks. >>>

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and e feel to the rear ll give a new ag wi s ht lig D LE o.

Custom made rego friendy to indicator will be with an orange

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A diff doesn’t look any better than when wrapped up in a sexy housing like that available from Moser.

e diff The feature of th vetrac is Moser’s new Wa ntre. ce f dif

The Diff in Differentials While the St Marys guys have been busy doing their thing, there have also been developments in other areas of the car. One element in particular that is coming together nicely is the diff. We caught up with James from Sydney Competition Warehouse to enlighten us on what will be utilised to get the grunt from the 429 to the ground.

If you’re not familiar with Sydney Competition Warehouse, these guys are the one stop shop for anything diff related, particularly when it comes to Ford’s all mighty nine inch. As well as importing and distributing all the big names of diff components, they build and prepare complete units for any application. They also provide a cut and re-spline service for axles as well as manufacture many ancillary parts in-house. For the QIK429 project they have teamed up with Moser Engineering to provide the latest cutting edge diff technology to the build.

Setting the scene is the flawlessly fabricated and oh-so-sexy housing. Manufactured from high grade steel they are not only superior in strength but also add a visually stimulating presence to any undercarriage that is going be under the spotlight.

However, it’s inside the equally impressive billet centre housing where we discover Moser’s latest development in differential technology. Their new Wavetrac® diff centres provide the ultimate stop gap between the maximum capabilities of a limited slip unit and the inflexible harshness of spools.

This revolutionary design addresses those periods

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of time when there is zero, or near zero axle load.

This occurs during hard cornering when one wheel is nearly or completely lifted and it also occurs during the transition from power on to power off and back again, even with both wheels firmly on the ground.

All LSDs divide the torque between the two axles until the available grip of each tyre is exceeded.

When that grip level is uneven then torque bias takes control. If an LSD has a bias ratio of 2.5:1, then it applies torque to the wheel with the most traction at 2.5 times the traction limit of the other wheel.

However, if during hard cornering the traction of the unloaded wheel is zero, then the gripping wheel will receive 2.5 times zero, which folks, is zero and all the power is driven through the wheel with least resistance which clearly results in reduced drive.

In the normal drive scenario, the amount of time is minimal but there is a lag. A normal LSD will not be able to apply drive torque until the zero axle load condition is over. This creates a reaction time in the driveline.

Some diffs rely on preload springs to contend with the loss of drive, however, you can’t add enough preload to be effective without increasing handling and wear problems.

The Moser Wavetrac® device consists of wave profiled carbon-fibre plates on one side gear and its’ mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs over the other, causing them to move apart. Almost

instantly this creates enough internal load within the Wavetrac® to stop the zero load condition and drive torque is applied to the wheel on the ground, thus providing the drive when it is most needed.

If you really want the most drive out of the diff using the Wavetrac® they can be fine-tuned to suit your application utilising different plates with varying friction coefficients that result in different bias ratios.

Moser are probably best known for their axles and a pair of their finest 35 spline units will reside within that gorgeous housing and work in harmony with the Wavetrac® centre.

Rounding out the rear end package is the TSM (The Streetrod Manufacturing Co Inc.) diff centre mounted hand brake unit. They’ve become popular, certainly in the show car scene but this one goes a step further by incorporating a Watts link system to further enhance the rear end stability.

While QIK429 will proudly show off all its glorious workmanship and components under the bright lights in show halls around the country, there will come a time when it will hit the track and this technology will come to the fore. You see, it is Nathan’s aim to pit the ‘stang against some of Europe’s finest prestige performance cars. I don’t know about you but I’ve always been interested to see how a well built street machine would fare against upper class, high priced cars. AMFM

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It looks damn good from any angle. Not only looks but has strength to match.

It’s not hard to see the quality of Moser Engineerin g’s workmanship .

The TSM pinion mounted hand-brake that also incorporates a Watts linkage system.

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Sources SYDNEY SODA BLASTING U2, 2 Anvil Road, SEVEN HILLS NSW 2147 Ph: (02) 9838 9788

ST MARYS PRESTIGE BODY REPAIRS Kurrajong Ave (cnr Plasser Crs) ST MARYS NSW 2760 Ph: (02) 9673 4500

CAPITAL CLASSICS Shop 4, 48 Brookes St, Mitchell ACT 2911 Ph: (02) 6161 7669

nels prior to new parts and pa of y ra ar s rn co na te.

Old meets new. Dy ey will rejuvena the old body th th wi ed nt ai qu ac

being

Dynacorn Dynasty Here is a company that walked away from the mainstream automotive market to focus purely on the minority of muscle cars and classics of yesteryear. Having gone gang-busters since the move, they have shown the world the power and passion of enthusiasts like you and I. Dynacorn International Incorporated began as a collision parts supplier to body shops but an experiment with mouldings for late ‘60’s Muscle and Pony Cars showed the company that there was more than a casual interest in the cars of that vintage. The decision to expand the early model product line was an easy one to make. As the volume of product for the early cars began to increase, the profit on the late model collision parts was on the decline. Competition and market saturation made it hard to hold a reasonable margin selling to body shops. But the restoration market was always ready to pay a higher price to get a higher quality part. Dynacorn backed their instinct and began to focus more and more on the early model parts market.

By the time the company was ten years old the restoration market was half of Dynacorn’s volume but well over half of the company’s profits. With the added resources and specialised personnel, the Restoration Parts Division not only expanded, it exploded. Increasingly, customers wanted them to make parts for their particular needs. As the product line expanded, the need for a larger facility was plain to see.

Before turning 20, the restoration parts had outgrown its own warehouse and the collision parts side of the company had been sold off.

Then they took it to a whole new level. By using many of the quality restoration parts sold by Dynacorn International along with certain exclusively designed parts, Dynacorn Classic Bodies Inc. was formed to manufacture and market complete replacement body shells. Following the success of the first generation Camaros, the 1967-68 Mustang Fastback shells were next. Once presented to Ford, it was licensed quickly and began production within a month. The Ford product line has expanded to include 1969 and 1970 Mustang Fastback shells since.

In terms of quality, these guys get into metallurgy, carbon chains and crystallization which, unless it’s your thing, they may as well be speaking Swahili! What I can tell you is that in instances the thickness of metal in some of their products is thicker than original. I’m sure you can appreciate the benefits of using laser cutters to cut out required holes as opposed to having them punched through during stamping which can stretch the metal which can also result from dull or blunt cutters of old.

SOUTHERN MUSTANG & FORD SPARES LTD Pinehill Rd, Ruby Bay, Upper Moutere, NELSON NZ 7152 Ph: +64 3 540 3304

SYDNEY COMPETITION WAREHOUSE 12 Marion St, Harris Park NSW 2150 Ph: (02) 9891 5088‎

TWISTER Ph: (02) 4730 1798 enquiries@postlock.com

TSM The Streetrod Manufacturing Co Inc www.tsmmfg.com

CUSTOM MUSTANGS AUSTRALIA 16 Banjo Blvd, CARRUM DOWNS VIC 3201 Ph: 0418 393 468

the next r o f t u o k o Lo e we’ll be r e h w , M F AM Engine e h t g in ll a inst into the Qik 429!

so stay tuned!!

w

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Race teams don’t want you to know their secret ...

• Carbon Metallic brake pads

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• Superior thermal capacity floating disc rotors NEW Big BOSS 351 featured in PROJECT QIK -429

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V8 Supercars, Porsche GT3 Cup, Formula 3, Saloon Car, GT Championship, Superbikes, all know the secret …now

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LY PROUD IAN AL AUSTR DE MA

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Story & Pics: Rudi Baker

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GREATEST AMERICAN HEROES

Please Mr Actor…

Take The Long Way To The Shops!

Have you ever sat in a movie cinema, seen a Mustang pop up on the big screen unexpectedly and felt a sudden pang of excitement in the stomach as you sit more upright in your seat?

I

f you’re reading this magazine, I’m sure you know the feeling.Even just the glimpse of some racing stripes on the side of a muscle car in the background of a shot on TV and you’re willing the actors to get out of the way so you can see the car better. Or the lead actor’s car in a film could be an old Mustang and you just wait and hope that there’s more scenes of him driving….heck he doesn’t even have to be driving fast or chasing any baddies, you’d be more than happy just to watch him drive the long way to the local shops for bread and milk….just more scenes of that car please!! Or have you flipped through a magazine, old or new and come across an interesting article or story with an image of a Mustang or old Ford and it’s made your day?

As an avid Mustang enthusiast, it’s hard to comprehend that everybody living in this world does not share the same enthusiasm for old Pony cars but it’s true, not everybody get’s excited about the word Shelby or Boss. I’d genuinely be worried about any non mustang fan getting excited by the word Boss, which is why I think we feel so happy, proud….or even validated when we see that very object that occupies so much of our thoughts and daydreams - a Mustang, on the big screen or in the print media. Suddenly everybody in that movie theatre or everybody reading that same magazine has been let in on something we’ve already known for a long, long time…Mustangs are freakin’ cool cars.

To share these little moments of excitement with other enthusiasts this column will celebrate the use of Mustangs in film, TV and print media by highlighting standout appearances by Pony cars and old Fords in the media from the sixties until today. So without any further ado, here are our heroes for the very first issue of this top new publication.

Motown trio, Martha and the Vandellas never had the success of The Supremes (not many did with 12 number one hits). However, Martha’s throatier, more street savvy, rockier voice won her a legion of fans including Dusty Springfield, who refused to sing alongside Ross as part of the Motown special on UK show Ready Steady Go! in April 1965, instead choosing to sing with Vandella. Martha and the Vandellas experienced success thanks to their hit singles (Love is like a) Heatwave (1963, #1 US R&B Charts for 5 weeks) and the Motown anthem Dancin’ in the Streets (1964, #2 US Pop charts and covered in 1985 by David Bowie and Mick Jagger) but it’s their third hit, the 1965 single, Nowhere to Run (#5 Billboard R&B Singles Chart) that strikes a chord with Mustang enthusiasts.

With MTV still a long way off, music videos were not the norm in 1965. Acts generally only shot videos for use on various television shows (usually not even National but rather State syndicated only). In June 1965, Martha Reeves and the Vandellas headed just up the road from the home of Motown, Hitsville USA

(Detroit) to the Ford River Rouge Complex at Dearborn, Michigan to shoot a video for their song Nowhere to Run for the CBS television special, Murray The K – It’s What’s Happening, Baby (aired June 28 1965). The video is fascinating and offers a rare behind the scenes view of the assembly line at The Rouge. Martha and the Vandellas quite literally hop on and off, in and out of semi completed Mustangs as they roll down the production line, much to the dismay and amusement of the assembly line workers. It feels like a real treat to be able to watch exactly how one of these iconic cars was brought to life and came to be, courtesy of the many Detroit Ford employees. As I watch Martha and the Vandellas sit on the top of the rear seat of a ’65 convertible, singing about being oppressed in a harmful relationship (they sure make a heavy subject sound funky), I couldn’t help but think of less serious issues such as, where is that particular car today? What kind of life has it had? Is it even still around or is it long gone?

Check out the video at http://bit.ly/bPBtru to see what I mean.

You can also watch Martha and legendary Motown songwriters Holland, Dozier & Holland talk briefly about making the video at: http://bit.ly/aUEt75 The image I’ve decided to highlight in this issue is not an ad or from a magazine but it is still well worth a look. There’s something eerie and very sad about seeing a decrepit, used & abused Mustang rusting away in a farmer’s field or barn (unless of course you’re the one making the discovery, then it is anything but sad).

The featured image in this column is a lot like a car crash, shocking and horrifying but very hard to look away. The image is not from a wrecking yard in California or Arizona but rather right here in Australia. Believe it or not, the image was taken in Sydney in 1970. It is a 1967 Shelby that by the looks of it has a lot more going for it than many of the “wrecks” being wheeled into restorer’s workshops today. Before the deluge of letters and emails…sadly the car has long gone never to return. A precious piece of art gone forever! If only the yard’s owner had tucked the car away in a back shed? If only the lady in the photo with the funny hair knows what she’s about to walk past? If only I visited that wrecking yard then? (OK I wasn’t born then......but maybe my dad could’ve taken a fancy to the Shelby while searching for parts for his Datsun Sunny!). If only? If only?

Stay tuned for more examples of Mustangs in the media and print in the next issue. Please feel free to send your own interesting images, ads etc for inclusion by emailing me at rudi@ausmustangandford.com.au

Until next issue fellow filly freaks!

Rudi B

www.ausmustangandford.com.au

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All Steel Injected XP Story: Racin’ Jason O’Halloran, Pics: Jason Maloney

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r e stoke r struction n o c n io is c e r p g, and heels Careful plannin w 4 n o n io t c fe r sedan pe P X is h t e d a m s ha AMAF-Issue1v4.indd 95

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Somewhere, someone is missing an engine from a GT40 - 347cui injected stroker perfection

Simon wanted a perfect blend of power, torque and a V8 soundtrack that would

T

hey say a green car denotes a genius. If that’s the case, then Simon Smith the owner of this sensational metallic Breeze green XP sedan is the Einstein of the car scene. Not only does the exterior and interior reek of perfection....wait until you see what’s under the bonnet.

The starting point for this machine is some 44 years ago in 1966. Back then a humble XP sedan rolled off the Broadmeadows production line and started life in a very inconspicuous manner.

Somewhere around 2006, the career path for the Falcon hit a sudden golden patch.

Simon got his hands on the Falcon for the el-cheapo sum of just $1000, and promptly set about building one of the nicest early Falcons in

the country. Everything was planned, devised and strategically worked out before a spanner was even lifted. This would be build with a purpose.

“I had one of these when I was growing up, but had to get rid of it when I got married”, explains Simon “Once I had a bit of cash together, and I was established I soon realised it was time to get another XP. This one would be built with everything I wanted back then...and more!” As you can imagine, it was this mentality that has lead to the incredible final product on the pages before us today.

Originally the Falcon came to Simon in that sweet $1000 deal, but the XP was far from sweet itself. It was pretty clean on the rust front, and only needed minor work to sort the tin worm out. Panel gaps and

panel ripples were the real headaches, and took Simon a solid wedge of time to get it all right. Good news is that Simon’s a panel beater, so perfection was well and truly in the eye of the creator here.

Despite the fact the body has been unmodified, there have been a few custom touches added. “I added retractable seat belts in, so it meant whilst we had the centre pillars out we could make room for them”, smiled Simon “I fluted the trim covers, made custom buckets to house them in, and basically hid it all from view”. That little bit of work chewed up countless hours in the shop, but that’s the price you pay to get things done right.

It was then time to shoot the paint on, and Simon’s well laid plan of attack included one of the nicest

low and green, the XP oozes class

s off the limited work really show 10 Perfect panel tallic Breeze green me edition Rip Curl

If the badge Fits, wear it!

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Simple, easy to clean and dead comfy – Simon travels in style

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d

ate he pl

says

l

it al

T

Built for the road, the XP is now in the best shape of its life

shake the nearest Honda Civic senseless. He got it all plus a whole lot more. colours to come from Ford in a long time. Remember the BF XR6/8 limited edition Rip Curl Utes? There was a version coloured Breeze metallic green. It was that TV ad where the Breeze green Ute took centre stage that caught Simon’s eye, so on went the paint and the final result is simply stunning.

With the mint shell primed and ready to go, the focus now shifted to the driveline. Back in the good old days, Simon’s old XP rumbled around with a V8 Windsor, so he decided to return to his roots, only this time he would step it up a notch.

We all know a 302 in an XP is nothing new, but a stroked 347 cuber with custom 8 stack injection certainly is. This weapon of an engine is usually found hiding under the bum of a GT40, and certainly

not standard fare for a 40 year old XP Falcon sedan.

Simon wanted a perfect blend of power, torque and a V8 soundtrack that would shake the nearest Honda Civic senseless. He got it all plus a whole lot more. The bottom end is blueprinted, and a

AUSSIE STeel!

Scat stroker crank swings forged Scat H-beam rods and SRP forged pistons. This lot is kept wet by a Mellings high volume oil pump, and transferring the messages upstairs to the Comp Cams hydraulic roller cam is a double row timing chain.

On top is a pair of CNC ported AFR alloy heads, which are loaded with Comp Cams pushrods and Pro-Magnum roller rockers. Sealing the deal is a set of classy polished Ford Motorsport rocker covers.

These match the eight individual polished ram tubes of the injection system perfectly.

That trick 8-throttle body injection system is the handiwork of DC&O, and is controlled by a Microtech LT10S programmable ECU. The ignition system is a MSD lover’s dream, with a Pro-Billet distributor, coil, 6AL spark box and HT leads rounding out the picture just nicely.

On the hot side, a set of custom Castle headers eject the burnt gas into a mild steel high flow sports system featuring two mufflers and a pair of >>>

Except for the rims, heads and leather trim, she’s all steel www.ausmustangandford.com.au

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Crusin’ with stroker power, killer paint perfect trim and air conditioning...that’s called Easy Street

ides the XP

ering job prov The mild low eful stance with a purpos

Simon incorporates decades of automotive evolution in one very practical and dump tips at the rear. The note of the stroker on idle will get any die-hard Ford fan emotionally erect, and under hard throttle the noise is simply divine.

Backing up the roaring 347 is a built Ford C4 auto trans, which is hooked to an ever reliable narrowed 9-inch diff fitted with an LSD centre and 3.0 gears.

Brakes at the rear are rebuilt drums, but up front things get a little more serious.

Gavsport have provided Simon with a killer set of 287mm vented disc’s, which are squeezed by big PBR alloy sport callipers. The Falcon stops on a dime, and offers Simon a firm pedal when coming down from any high speed runs.

Holding the XP to the tarmac is the job of lowered King Springs, Monroe Gas sport shocks and a 28mm sway bar at the front, whilst reset lowered leaf springs and more Monroe shocks assist from the rear. Handling is vastly improved over standard, in fact it’s pretty good through the twisty stuff when pushed hard.

Some of the handling prowess would have to go to Simon’s choice of boots. Tough yet classy American Racing Shelby Cobra alloy rims do the XP justice on so many levels, giving the Falcon an almost Hot Rod feel whilst at the same time echoing a motorsport feel at the same time. They are quite simply the perfect choice of wheel for this particular car.

Another place of absolute perfection is inside.

The cabin is as stunning as the exterior, and Simon has saved the best surprise for the end. Luscious creamy ivory leather adorns everything, and he’s utilised Ford Comet bucket seats in conjunction with a standard XP bench in the rear. Colour coding the dash in Breeze green brings the outside in, and it contrasts with the trim beautifully.

Monitoring the stroker is the job of Mustang Rally Pak gauges, and a factory Ford XP wheel is all Simon has to cling too when he hits the go pedal.

Luckily, as this machine is oriented towards being a cruiser, he also has icy cold air conditioning courtesy of a trick custom install, making summer runs an enjoyable affair.

The sheer genius of incorporating an old Falcon shape with EFI engine technology, and then finishing it all off with period rims and some modern gadgets is sensational. The whole package works extremely well, and incorporates decades of automotive evolution in one very practical and powerful package.

For now Simon is on easy street, and is ready and waiting for the impending summer season. Long weekends spent behind the wheel of this XP will become normal fare, as he racks up the miles. For the rest of us, we will be resolved to just watching and drooling, as this automotive feast for the senses turns us all green with envy as it cruises by. AMFM

Simon’s wearing the jacket because the air conditioning is so effective!

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>>OWNER: Simon Smith >>VEHICLE: Injected XP Falcon >>Engine: 302 stroked to 347cui >>Crank: Scat stroker crank >>Rods: Scat forged H-beam rods >>Pistons: SRP forged pistons >>Heads: AFR CNC ported alloy heads >>Valvetrain: Pro-Magnum roller

Twin column gauge pods hold Mustang Rally Pak tacho and clock

powerful package

A. Ford Comet seats look perfectly at home dressed in the Ivory Leather B. Swapping cogs is the job of the timeless B&M shifter C. Trimmed to match the front, the rear bench is perfect for Drive-in movies!

D. Bringing the Ford Breeze Green metallic inside has really brightened things up

>>Chassis: Mini tubs >>Body/Mods: New standard

stainless steel trim, re-chromed bumpers, peep mirror, custom 347 badges >>Paint: BF XR6/8 Rip Curl limited edition Breeze green metallic >>Wheels & Tyres: Polished 15x7 and 15x8 American Racing Shelby Cobra alloy rims, knock off centre caps rockers, Ford Motorsport polished rocker >>Interior: Custom Ivory leather covers >>Manifold: Custom DC&O injection trimmed Ford Comet bucket seats, standard XP rear seat trimmed to match, new black manifold >>Carb/s: 8 individual DC&O throttle carpet, new Ford star pattern hood lining, bodies, custom polished ram tubes, custom refinished dash, custom under dash air conditioning system, Mustang Rally Pak fuel rail >>Ignition: MSD Pro Billet distributor, tacho and clock, uprated retractable seat belts, new rubber kit MSD coil, MSD 6AL spark box, MSD HT Stereo: Right foot operated stroker V8 up leads >>Exhaust: Castle headers, mild steel front!

2.25-inch sports system, high flow mufflers, >>Time to Build: 3 years >>Thanks to: twin dump pipes at the rear - Glen from Horsepower World >>Gearbox: Ford C4 auto >>Diff: Custom narrowed Ford 9-inch, 3.0 (02) 6024 2697 - Andrew from York Rd Automatics gears, LSD centre, 28-spline axles >>Brakes: (F) 287mm vented Gavsport (02) 4732 3714 - Kevin from Specialised Brake & Clutch Supersport disc’s, PBR alloy sport callipers, (02) 9623 8070 Ferodo DS performance pads, Tilton dual - Wayne from Extreme Exhaust & master cylinder (R) Rebuilt Ford drums Automotive (02) 4732 2444 >>Suspension: (F) Lowered king - Owen from DC&O Injection springs, Monroe gas sport shocks, 28mm 0408 266 576 aftermarket sway bar (R) Rebuilt, reset and lowered leaf springs, Monroe gas sport shocks - Glen from Wheel Boyz 1300 367 273

Cobra Shelby rims fill the guards like they were a factory option

www.ausmustangandford.com.au

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The Painter’s Ride Words & Pics: Motortorial

u B y l h g u o r Tho ou ghbred r o h T AMAF-Issue1v4.indd 100

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t l i u B ed

lity of the a u q e h t te apprecia y ll u pressive f o im T . ’s t u I o . y h s r fo fle pony. bad news e it in the w e t o s o h g s a t e t o o n ’v I g , lly is is Readers ou’ve rea ar. But th y c r e t a c li e is n h really. t a g n o in d is n r fi p r paint on u’d su f finish yo is, it’s not o r t e r n o w s o e e h t th know who u o y n e h W

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, k o o l u o y e r o m e Th ! y t i l a u q e h t r e t the bet t in the boot

Even the pain

is damn good

od street car.

st a damn go

pony, ju It’s no show

nch bucket in e original be th d ce di ve Da nsole. ckets and a co favour of bu

im kit quickly A standard tr . up the interior

spruced

e h t d n a r e t a l s 30, 00 mile is still going strong. rebuilt 289

good Still lookin’ and s after ten year les. mi 00 ,0 30

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B

ack in the eighties when many of the top street machines in the country were emanating out of little old Adelaide, a number of them had their brilliant paint applied by one Dave Crispin. Then in the nineties he showed he still had it when he executed the paint and panel on Colin Townsend’s radical, fat, black FJ Street Machine of the Year that wowed the country. He finally got around to doing his own car and when he did he chose the ’66 Mustang.

Having ticked over 60 himself, he is now in the process of handing over to the next generation.

As well as training up son Ben, over the past ten years or so he’s applied himself to a number of Mustangs including his own gorgeous Springtime Yellow ’66 you see here. While we’re speaking of quality Mustangs, I should also make mention of his business partners ’66 coupe that scored Silver at the recent Mustang Nationals.

It was the late nineties when he finally got around to his own ride and Mustangs were on his radar. He came across a recently imported car originally from California that upon his detailed inspection came up trumps. The left hooker was already rego’d so all Dave needed to do was hit the streets. And that he did.

It was happy trails for about eighteen months until the old 289 developed pushrod issues so it was promptly lifted out for a rebuild and this was all the reason Dave needed to launch a complete rebuild.

After stripping the car to a bare shell he commenced paint removal and during this process Dave’s original intuition was proven correct. The shell was an absolute gem, as were the panels, with hardly any rust to speak of anywhere and no evidence of any serious accident damage.

The worst of the body was a bit of filler on one of the rear quarters. Dave’s work was certainly minimised in the area of body work but he decided to extend the paint and associated prep work by including the engine bay and undercarriage in body colour application. But don’t misinterpret his intentions, this was never gonna be a show car – it was being built to be driven. The gloss engine bay is much easier to clean than the original satin paint and it’s much the same story underneath.

They are obvious deviations from a resto unit and those with keen Mustang eye will note the only body mod – the exhaust cut outs in the rear beaver panel. When the body was ready Dave set about doing what he does best and applied the Springtime Yellow 2 pak. While it may slip under the radar of many onlookers as a bit of a Plain Jane car, take some time to check out the paint and if ya can tell the difference between average and brilliant, you’ll soon be appreciating the level of finish Dave achieves. >>>

Dave upgraded to front discs but stuck to originality by not going for an accompanying booster.

From this distance, it looks like just another neat Mustang – looks are deceiving. www.ausmustangandford.com.au

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Dave opted for a period styled wheel, these one of Dragway’s first designs.

I

n between stripping, sanding and spraying, Dave and a good mate were working on rebuilding the 289. Left hook laws in SA have become increasingly stringent over the years so he couldn’t get too carried away with any aspect of the car. The engine was completely reconditioned and amongst the standard spec parts was a ‘recreational’ cam and performance option spec induction from Edelbrock and Holley. The heads were reconditioned and built to run on unleaded fuel. Standard headers lead into a twin 2.5” system that makes all the right noises.

The C4 was also rebuilt and now changes gears with a bit of attitude thanks to the shift kit. The standard 8 ¾” diff also remains in service and it too copped a full reco. Engine and trans were coated in blue, diff and suspension in black and then it all started coming together.

Dave has opted for period parts for anything that’s not standard which is essentially the finned rocker covers and Dragway old school Deep Dish rims.

The rims are a little unique as Dave had Rowan at Extensive Wheel Services increase the diameter from 14 to 15 inch. Naturally the suspension didn’t escape reconditioning either with new gas shocks all round, springs up front and new mounting rubbers and bushes throughout. Dave performed an upgrade when it came to brakes by fitting discs up front but he stuck to standard specs by not including a booster.

When it came to the trim it’s an all classic Mustang affair although Dave, probably like the most of us, believed buckets and a console was a far better option than the original bucket-bench configuration. With a set of buckets and a console sourced from Pony Parts, new carpet and a trim kit took care of most of the trim. Dave has a meticulous twist to his nature which meant the dash and instruments were dismantled to be restored to their former glory. While most of it only required cleaning, Dave went the extra distance to also repaint the needles. In fact, testimony to the great condition of

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the car is the fact that many original parts were good enough to find their way back onto the car, like the rear tail light lenses.

I must again make mention of Dave’s thoroughness in his work. During the photo shoot I closed the glovebox after he had showed me his installation of the CD player. It closed tightly, clicking firmly into position – probably much like it did the day it rolled off the production line. Then closing the doors after finishing the interior it was much the same story.

Ditto for the bonnet. It’s those little things that make a good car great. Sometimes the best parts of a car are not as obvious as a blower sticking out of the bonnet.

The Crispin Classic Car Restoration job on the Mustang took about 18 months and in its subsequent ten years on the road, Dave and family have clocked up about 30,000 miles. Yet, after all that time and all those miles, everything about the car is as good as they day Dave finished the build. It certainly adds some credence to the old saying of doing it right the first time. AMFM

It’s hard to put into words how good something as simple as closing a door can be!

Get up close and you’ll appreciate the Flawless paint.

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Like the boot, even THE underside of the bonnet is painted to perfection.

stallation is Stealth stereo in

ting.

h glovebox moun

achieved throug

Engine: 289 Windsor Crank: Standard Rods: Standard Pistons: Standard spec Heads: Tickled, ULP friendly Valvetrain: Standard with Performance Option Cam Manifold: Edelbrock Carb/s: Holley Ignition: Standard Exhaust: Standard headers – twin system Gearbox: C4 with shift kit Diff: 8 ¾ Brakes: Front disc, rear drum, Suspension: Standard with gas shocks Chassis: Standard Body/Mods: Rear exhaust cut-outs Paint: Springtime Yellow Wheels & Tyres: Dragway Deep Dish – 15x8 & 15x7 Interior: Standard Mustang Stereo: CD player mounted in glovebox Time to Build: 18 months

It looks like it was fInished this year, not a decade ago!

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NEW PRODUCTS

! t s e t a e r G d n a t s e t a The L Quick Fuel CQ 750 DAKOTA DIALS!

Dakota Digital has released its new VHX Series of instruments.

Combining traditional round faced dials with the latest in visual and guage technology, these units are the perfect addition to the dash of any classic car.

Offering lighted needles, backlit faces and full character message centres for all displays, the VHX Series provides a fresh approach to outfitting a custom vehicle.

Using solid state sensors and precision stepper motors they provide the ultimate in accuracy, coupled with a limited lifetime warranty for complete support both now and in the future. Furthermore VHX Series allows for future plug-in expansion modules, allowing nearly any type or amount of vehicle data to be shown within the message centers.

The VHX-1014 includes a dual round instrument pair and utilizes. Systems available with a blue or red display color and either a satin silver or carbon fiber style face and can be used for either a stock or aftermarket wiring harness, and stock, modified or late model drivetrain.

Dakota Digital gauges are available in Australia from Custom Mustangs Australia.

Give Steph a call on 0418 393 468.

BACK BY POPULAR DEMAND!

Ford Racing is bringing back the tall polished die-cast aluminium valve cover.

Ford Racing had listed the valve covers as an obsolete part but after listening to requests from its resellers and customers, has made the decision to bring them back. These valve covers are a best seller here in Australia because they fit 351 Cleveland heads but they are also one of the few non-fabricated covers in the market to fit the Yates C3/D3 heads. The covers are also 4” tall which means that they clear most stud girdle and roller rocker arm combinations. Ford Racing USA were hoping to be dispatching units in September so if not here already, they shouldn’t be far away. Contact Raceparts Australia on 07 3807 6025 to order your set.

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Quick Fuel RQ 1050 Quick Fuel Carbs From Bowling Green, Kentucky come the Quick Fuel Technology range of carbys.

Their CQ series of carburettors are the perfect application for street performance. Every CQ carb features air and fuel delivery performance upgrades that will maximize the power output of your engine, no matter what its capacity.

QFT engineered the CQ series carbs with characteristics rarely seen on affordable street carbs. Every carb is constructed out of lightweight polished cast-aluminium parts and feature: HP style main body, downleg boosters, dual metering blocks, premium non-stick gaskets and universal throttle levers. The top quality needles and seats, screw-in air bleeds, 4 corner idle and sight windows make for easy tuning. QFT hand assembles and engine tests every carb before it leaves the warehouse. The CQ carbs are offered initially in 750-cfm mechanical secondaries with more sizes to follow. The mechanical secondary links can be changed depending on your needs from soft progressive to medium progressive or 1:1.

The new RQ carburettor is designed for the drag racing arena and therefore also applicable for high horsepower street cars. Offered in several sizes ranging from 750 CFM to 1050 CFM and calibrated for today’s modern fuels, the RQ Series carburettor will compliment any winning combination.

Featuring billet throttle body with dual pattern flange allowing for use on 4150 & 4500 style manifolds. QFT patented aluminum fuel bowls feature quick change ports for easy jet changes without removing the fuel bowls, dual sight windows and dual fuel inlets. Billet Metering blocks feature changeable 5 stage emulsions, idle feed and power valve channel restrictions. Screw-in air bleeds, and “Quick link” changeable secondary opening come standard on all models as well as stainless steel hardware and non-stick gaskets. A Quick change jet driver is included with every carburettor.

For more information, contact the fuel delivery experts at Automotive Performance Distributors (08) 8363 5566 who will direct you to your closest retailer. You can also get more info on QFT at www.quickfueltechnology.com.au

29/09/10 3:30 PM

Roller Bearing Spring Perch shown

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Readers’ ROUNDUP

Primer Blocking Team

JAMES MARTIN XB FALCON 500 PLUS! The car is built to be a daily driver and a scoop is being made at Repliglass in QLD to ensure I can drive it in all conditions, however, it’s hard to manage the horsepower in the dry so I can imagine in the wet could be an issue.

I did pretty much everything myself, the engine design & build, the diff rebuild, installed the box, engine, diff, interior, electrics, electronics, painted it.

The jobs I had done outside where welding, engine balancing, machining, exhaust and the gearbox rebuild.

• XD block 20thou over, • Steel crank • H beam scat rods 5.955inch long for extra piston dwell & Windsor big end sizing. (more torque!) As if it needs it!

• Forged probe pistons (70cc dish, custom pin height - chevy), • closed chamber heads with 4 v inlet valves.

• 1.73 roller rockers • Manley guides, • Cam is crow custom grind 112 lobe separation, big lift, (thanks Adrian at FPV & Bob fisher for the specifications) • Custom machined inlet manifold (Edelbrock - again designed for torque!)

• Eaton M112 screw type supercharger overdriven

2.7:1 (heavily modified) • Mods: milled base, back fire valve, carby adaptor plate, boost reference, adaptor plate modifications, new bearings, billet front plate & snout and more..)

• Holley 750dp with boost reference, • Scorcher dizzy with crab cap, • MSD ignition system with rev limiter.

• Rotating assembly fully balanced with stainless harmonic balancer, • Custom gilmer and V belt pulleys (anodized), modified / redesigned engine mounts.

• Output - 550 - 600HP. • Torque - Lots!... 600Nm+ • Options: Power steering & a heater! Stainless heater pipes.

• Paint: custom red acrylic with gold metallic mixed by my Natasha - my wife.

• Interior: Hawkesbury auto marine, cloth inserts XC style.

• GT dash, electronic voltage management.

• Wheels: 15x8 rear magnums, 14x7 magnum front.

• Made in South Australia in the 70’s. (old school). (polished by my mate Loui, at Terrace Automotive) • Tyres: Yokohama 245’s rear . Front 215.

• Diff 9inch lsd disk brake 2.75 highway cruise gears.

• Rear leaf springs, additional leaf springs added & 2inch lowering blocks.

• Transmission C4 manualised with twin coolers.

• Exhaust 4 into 1, 3inch headers, 2.5inch twin system resonators & mufflers.

• Thanks to: Dad & Pene for support & assistance during the build, Adrian Weir at FPV for the cam.

Wazzy for the support.

My wife & kids for putting up with my obsession & for helping rub down the primer filler.

Caste Hill Performance Exhaust.

Loi from Terrace Automotive for all his help - too much to mention - thanks mate!

• Laurie for the milling & grinding.

• Boothy at Riverstone for the tig welding.

• EDL fasteners for the bolts.

• Brent & the boys at Auto Parts World.

• And - Bob Fisher for all the advice, specs and parts during the motor build & blower custom parts, thanks a lot Bob, you are a gold mine!

You need to experience this car in the flesh – the supercharger whine and exhaust note transport you instantly to the famous interceptor scenes from Mad Max! - Ed.

ADAM RICHMOND 1966 GT COUPE

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Name: Adam Richmond Location: Mornington Peninsula, Victoria Car Model: Ivy Green 1966 GT Coupe Factory Options: A Code 289 Factory GT package, Decor Group Interior (Pony Interior), 4 Speed Manual Concourse restored over how long: It has slowly been transformed over 5 years from a Weekend driver to State and National Original Concourse class trophy award winning car, while keeping it on the road as much as possible.

How long owned: 7 years. I purchased the car from my Auntie’s next door neighbor Future plans with car: To keep tinkering away, to take it to the next level in Concourse Original class, however you never know if the right offer come along Future plans / dream ride? My 5 year old son wants to drive Daddy’s mustang when he gets bigger. However if I sold the car I’d buy another 64 1/2 - 66 and start all over again. Just can’t make up my mind on which body shape, either a K code GT Fastback or Convertible or 1966 Shelby.

29/09/10 3:31 PM

MARK CHALMERS JOHN GOSS SPECIAL

I have owned it since 2005 - I bought it from the previous lady owner who had owned it for a good many years approx 15. It had been in a body/paint shop for years- she was going to restore it for her son and for various reasons couldn’t continue with it. It is a genuine John Goss Special- reputed to be around 290 of them produced in 1975 to celebrate Gossies victory at Bathurst in 1974.

When I got the car it was unregistered, interior was shot, mechanically needed a lot of attention - the motor appeared to have had some work done to it but was running terribly.

Anyway started with the trim, I found a guy in Queensland who does all the seat covers in original pattern for GTs etc, he was able to make up a new set of seat covers in the original pattern and colour, had those fitted, door trims

restored and replaced the carpet.

We spent a few weekends on the brakes/steering and suspension and sorted them out with new parts.

The motor was really interesting 302 Cleveland- has a solid cam, the valve clearances were way out of adjustment- probably only running on 6 cylindersonce sorted, plus new electronic distributor, 750 Holley double pumper on 2 inch spacer feeding into a single plane aftermarket manifold - the car absolutely came to life- then we had good set of extractors and 2.5 inch exhaust fitted with x pipe.

Someone had spent a lot of time and money in the past building this motor. The sound and acceleration is like a drug! We then had to beef up the C4Cronulla Sutherland Automatics who do all my work and are excellent built me a really strong box, stage 2 shift, HD clutches and 2500 rpm stall convertor.

This thing is like a dead set race car now, and really looks the part. The Old Beast is currently having a set of Old style Simmons wheels being restored for it which should really set the look off, and in the near future, I want to pull the engine and restore the engine bay to a higher standard.

To top it off, I had John Goss sign the glove box for me a few years ago!

PAULL HEVEN HEVN 67 This is my 1967 Mustang coupe, 5 speed manual box, 3.25 9” LSD diff, 289 Windsor stroked to 347. Blaze Red with custom black trim, rolling on 16” Simmons wheels.

I bought the car in 2005 as a 289 Auto, the body was perfect but the rest was in need of a lot of TLC, I started by replacing the auto gearbox with a 5 speed manual (real muscle cars have 3 pedals). Then the battery and the alternator had a disagreement an the battery boiled over and the Acid destroyed the engine bay and all the bling had to be replaced, that’s when I took it to Steve at St Marys prestige, where they repaired the acid damaged and I decided a full paint job was on the cards.

GREIG CARROLL BLUE 70 MACH 1 • • • • • • • • •

ANTHONY GALEA 1971 FORD XY UTE

• • • • • •

1970 Ford Mustang Mach 1 - Auto Grabber Blue California car imported to Australia in 1992 Fully restored and rebuilt in Australia Fully detailed engine bay and under carriage Lived in Melbourne till purchased by me in July 2005 351 Cleveland Motor with modifications Magnum 500 wheels, 15 x 7 front and 15 x 8 rear New front and rear suspension

1971 XY Ute 351 Cleveland 4 V heads MSD Electronic Ignition 850 4 barrel carby 4 speed top loader with B and M shifter • 9 inch mini spool diff Bought as a painted shell, originally a 6 cyclinder. We fitted the V8 and running gear which were easily found. All the

other parts were sought through ebay, swap meets and Tonka shop over a period of three years.

Hardest decision was, either to buy a $2000 shaker bonnet or attack a good straight painted bonnet with a grinder to fit the shaker, of course the Mrs went for the grinder.

It was built to be a daily driver but three kids later, it has become my toy and a nice ornament in the shed.

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Tell us your story and send us some high resolution images of your car and you could get featured in Australian Mustang and Ford magazine! Include your car details and features/mods. Email editor@ausmustangandford.com.au or send to Readers Cars, Australian Mustang and Ford, PO Box 3197, FREEMANS REACH 2756, NSW. Please only send copies of your photos as we are unable to www.ausmustangandford.com.au 109 return your photos.

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BUSINESS PROFILE Mal Wood Automotive

With more than thirty-five years experience in all facets of gearbox repairs, rebuilding and replacement, Mal Wood has established himself as the go-to man when it comes to cog swappers. Furthermore, in recognition of his industry knowledge, skill and business reputation, Tremec have appointed Mal to their Elite Distributor list. So, as you’d expect, he is a leading supplier of the Tremec range of gearboxes in Australia.

With that much experience focussed on one aspect of a car it’s not surprising that no matter what your gearbox question or issue, Mal is able to offer an accurate diagnosis and suitable solution. This applies to standard configurations as well as modified conversions, aftermarket components or a combination of any. Seeing as we all seem to be tarred with the ‘give it a go’ brush, it’s a pretty safe assumption to say that Mal has probably seen or heard it all over the years.

As much as we’d like to solve our own problems, on occasion the time comes when you have to admit defeat and call the cavalry and that’s when ya jump on the blower to Mal.

Ford If you punt around in any Ford from the past fifty years as your daily driver and your left leg is active, not resting, you may at some time find the old Borg Warner or Toploader and/or clutch come to the ends of its useful life. It could even be your weekend warrior, muscle car or classic Mustang.

This may be more the case of when, not if, if you occasionally give the old girl a bit of stick. While their gearboxes and parts have improved over the years, most notably with the introduction of the T5 in the eighties, they can have a limited lifetime, the length of which is directly related to driving technique! If you find yourself needing to give your old gearbox some TLC or ultimately having to replace it, Mal and the guys will be able to provide any internal or external parts or a whole new gearbox. They distribute via an extensive transport service providing you with an efficient delivery to your door step, also enabling them to offer their products and assistance Australia wide.

For Ford and their devoted, the big gearbox breakthrough came with the BA, when the XR8 and FPV range of Falcons came fitted with Tremec’s T56 six speed. Their reputation for strength was becoming well known so for Ford fans it was a welcomed addition. Despite this, like any part on your car, they are not indestructible. If you manage to inflict enough punishment upon your Tremec then as an Elite Distributor, Mal Wood Automotive can provide you with a support and advice, parts or a complete drive-in, drive out service.

Tremec Despite having been around for decades, Tremec exploded onto the market when the T56 six speed was the gearbox of choice for the Dodge Viper back in the early nineties. Since then they have been regarded as the king of manual transmissions and have gone on to also find homes in our own late model Mustangs as well as Aston Martins.

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During their history here in Oz the lack of reports regarding any faults or problems has only added to their reputation.

Then they released the TKO 5 speed with a range of features including a variety of shifter positions, internal three rail shifting system and short throw billet alloy shifter for quicker and more accurate shfts.

Due to both of these points they are the ideal gearbox for any application; be it to bolt up behind your high powered toy, an upgrade for any model streeter or slotting into the tunnel of a race car.

Mal’s Elite Distributor status provides him with an unparalleled access to Tremec’s resources so whether it is a fresh install or upgrade for any model Ford you may own, MWA will be able to provide you with all you need. This can be either on a supply only basis or a drive in-drive out scenario.

Clutches The crucial link between grunt, gearbox and propulsion is the clutch, which due to the immense force it has to cope with has the constant potential to self destruct, sometimes without warning.

Particular attention needs to be paid to this one component when talking high horsepower and hard use applications.

However, ‘organic’ clutches have improved significantly over the years and have increased longevity if driven correctly. Slippage through riding the clutch is the major cause of clutch damage and there’s no need to tell you that side stepping the clutch at 6,000rpm on take off might result in the afore-mentioned self destruction scenario.

If your beast is sometimes subjected to some hard track work then thankfully there’s Carbon Composite and Cerametallic clutch plates available, or, if you really want some piece of mind there is MWA’s billet cased twin plate 10.5”

clutches that are about as good as it gets.

Naturally, the flywheel must also come into consideration and MWA carry a range of steel and alloy flywheels.

Bellhousings/Conversions Mal Wood Automotive is also aligned with Quick Time bellhousings and between the two can provide the perfect match between engine and gearbox, particularly Tremecs. I’m sure there’s no need to tell you that these guys can provide everything you need to put pretty much any gearbox in any car.

Developmental The Mal Wood team are also constantly exploring opportunities to provide the market with new and innovative gearbox related products. One example is the under-dash clutch pedal assembly which is a great upgrade over earlier hydraulic setups or to replace cable clutches that have the potential to snap at any given time. This unit is an easy bolt-in, fitting under the dash and housing the Master Cylinder. The reservoir mounts remotely in the engine or hidden away if you’re after that smooth firewall finish.

So if it’s got a cog in it and you need some help, give Mal and the guys a call or drop in and see them at their premises in Warwick, Queensland.

tomotive Mal Wood Au 8 4 : (07) 4661 35

P 562 F: (07) 4661 3 u oodauto.com.a W: www.malw bigpond.net.au E: malwood@

Australian Mustang and Ford Magazine

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To subscribe, cut out the coupon below and post it to Australian Mustang and Ford, PO Box 3197, Freemans Reach, NSW 2756 Name:___________________________________________________________________________________________ Address: _________________________________________________________________________________________ Postcode: _______________State:______ Phone:__________________________________________ Mobile:_________________________________________ Email:___________________________________________________________________________________________ Why are you the lucky subscriber? ____________________________________________________________________ ________________________________________________________________________________________________ Your vehicle: Year:______________________ Make: ________________________ Model:________________________ Yes I want to subscribe to Australian Mustang and Ford for eight issues (12 months) for the cost of $65 (inc GST) Make cheque or money orders payable to Performance Media Works Pty Ltd. Send order form and payments to: Subscriptions, Australian Mustang and Ford, PO Box 3197, Freemans Reach, NSW 2756. Offer available to Australian residents only and while stocks last. Overseas prices on application, email subscriptions@ausmustangandford.com.au. www.ausmustangandford.com.au

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Australian Mustang and Ford Magazine

Subscribe today!

For a chance to win a Hot Lap with team FPR!

One lucky subscriber will win a Hot Lap in a FPR Falcon at either the Queensland or Winton rounds (May 2011) of the 2011 Australian V8 Supercar Championship.

FPV will also offer a tour of the FPR garage and 2 x weekend passes to the event.

To enter, tell us in 25 words or less why you should be the lucky subscriber to win a Hot Lap with FPR. Entry Closes April 8th 2011 – Winner Notified April 15th 2011.

Prize winner will be responsible for own travel arrangements to and from the circuit. Prize winner must be over 18years of age, Height (must not exceed) 6’ 1” (185.5 cm) Weight (must not exceed) 105 kgs (230lbs).

(Prize not redeemable for cash).

To subscribe, cut out the coupon below and post it to Australian Mustang and Ford, PO Box 3197, Freemans Reach, NSW 2756 Name:___________________________________________________________________________________________ Address: _________________________________________________________________________________________ Postcode: _______________State:______ Phone:__________________________________________ Mobile:_________________________________________ Email:___________________________________________________________________________________________ Why are you the lucky subscriber? ____________________________________________________________________ ________________________________________________________________________________________________ Your vehicle: Year:______________________ Make: ________________________ Model:________________________ Yes I want to subscribe to Australian Mustang and Ford for eight issues (12 months) for the cost of $65 (inc GST) Make cheque or money orders payable to Performance Media Works Pty Ltd. Send order form and payments to: Subscriptions, Australian Mustang and Ford, PO Box 3197, Freemans Reach, NSW 2756. Offer available to Australian residents only and while stocks last. Overseas prices on application, email subscriptions@ausmustangandford.com.au. www.ausmustangandford.com.au

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