PERFORMANCE STREET CAR #44_JAN/FEB 2022

Road Trip

UPDATES WOLLONGONG TO BALLARAT OCTOBER 17-22, 2022

ISSUE #44 - JAN/FEB 2022

PRO-STRBEEECHTEVELLE 565-CU

LS2 EK HOLDEN UTE STREET ELITE XW 20B MAZDA WAGON ST KILDA SHOW FORD DRAG NATS XM FALCON BUILD

PUMP

ACTION

BLOWN INJECTED 383-CUBE PRO-STREET HG PREMIER

From the Desk IT’S A NEW YEAR! LETS HOPE ITS MUCH BETTER THAN THE LAST TWO! As we say goodbye to one of the most annoying years I have spent in the car scene, it appears that 2022 is off to a great start with more events happening all around the country and a myriad of new cars unleashed onto the scene – a record number of which were unveiled at the Summernats after being finished for some time with nowhere to show them. It’s so great to see the modified car community flourishing!

With that in mind, we have several big things happening ourselves this year, kicking off with the Late Great Chev Convention in Shellharbour (May 13-15), followed by Killer Rides Live (Aug 13/14), and the inaugural Hot Rod & Harley Expo (Nov 12/13) – both of which will be held inside the Illawarra Hockey Centre in Unanderra (Wollongong). Whilst these events are going to be awesome, the big one for me will be the first-ever Performance Street Car Road Trip leaving Wollongong on Oct 17th for a six-day cruise to Ballarat via many regional centres. Finally, we can say this event is happening ‘this year’! I can’t wait to hit the road in the PSC ’62 Chev to cruise with everyone! You can see information on all of these events at www.pscmag.com.au So now that we’re into 2022, lets kick it off with a killer issue of Performance Street Car – number 44! As always, if you like what you see, tell your mates! If you don’t like anything about the magazine, I’m always up for a chat.

See you on the street!

Paul

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Issue No.44 Jan/Feb 2022

CONTENTS REGULARS

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EDITORIAL From the Desk

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WHAT’S HAPPENING News, views and things of interest.

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HAVE YOUR SAY Tell us what you think.

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COMING ATTRACTION Coyote-powered XM Falcon Coupe .

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Pro-Street HG Premier with the emphasis on STREET!

38 MY FAVOURITE PHOTO YUMMY’s Revfest Burnout

40 SHINING IN ST KILDA The Victorian Car Scene invades St Kilda!

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BLUE OVAL BATTLEGROUND The 2021 Ford Powered Nationals

102 KILLER PIC Pro-Street Legend - Mark Drew

40 St Kilda Shines

72 Ford Power Rules!

50 363ci Street Elite XW Fairmont

84 850hp ‘71 Chevelle family cruiser!

60 LS2-powered Classic FB Ute

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104 PERFORMANCE DIRECTORY Quick Find Ad’s.

106 WINDOW SHOPPING What’s New. 128 PARTING SHOT Cruising a Pro-Street Holden Ute

FEATURES 26

LIFE IN THE FAST LANE Blown injected HG Premier streeter.

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GETTING AN EARLY START Reworked XW Fairmont

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HOOKED ON CLASSICS A retro-remake of a classic Holden Ute.

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CHEV HELL 850HP 540-cube Chevelle with a nasty side.

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TRIPLE TREAT Tubbed 20B 929 Mazda Wagon.

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Don’t forget to Subscribe at www.pscmag.com.au

Too tough Mazda Longroof.

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October 17th - 22nd, 2022 REGISTRATION DAY - Wollongong, Sunday 16th Oct

DAY ONE: DAY TWO: DAY THREE: DAY FOUR: DAY FIVE: DAY SIX:

WOLLONGONG - GOULBURN - CANBERRA CANBERRA - GUNDAGAI - WAGGA WAGGA WAGGA WAGGA - ALBURY / WODONGA WODONGA - SHEPPARTON - BENDIGO BENDIGO - DAYLESFORD - BALLARAT PRESENTATION / SHOW N SHINE BALLARAT

Australia’s Only Rolling Car Show!

PROUDLY SUPPORTING GOTCHA4LIFE www.gotcha4life.org

TRAVEL PERMIT T22/01

www.pscmag.com.au

WHAT’S HAPPENING

STREET & STRIP BILLET BARRA BLOCKS

There’s no denying that the humble Falcon boosted six-pack known worldwide as the “Barra” has a cult following after many workshops extracted amazing horsepower levels from them. But there’s only so much the factory cast-iron block will handle. The team at Bullet Race Engineering have solved that problem by producing a full-billet Barra block that will be able to handle almost anything thrown at it.

KINGPIN KUZTUMS LYGON STREET BREAKFAST CRUISES EXPAND

One of the most popular events on the Victorian car scene calender is the Kingpin Kuztums Lygon Street Breakfast cruise, usually held in December that combines a Toy Run. Hundreds of cool cars line the street for a few hours with a bit of cruising thrown in for good measure.

TUFF MOUNTS HOLDEN DRAG NATIONALS

Now, Rob Bellio and his team have announced that there’s to be an extra two events held on Lygon Street – Feb 27th and Mar 27th. More info can be found on the Kingpin Kuztums Facebook page: https://www.facebook.com/kingpin.kuztums

After staging the popular Ford Powered Nationals (see feature in this issue), promoter Todd Foley has now turned his attention to the opposite team, bringing the Holden Drag Nationals to Heathcote Park Raceway. To be held over two days – Feb 26th and 27trh, the event will feature plenty of the toughest and quickest Holden’s and Holden-powered vehicles seen at the track. There’s still time to get your entry in if you hurry.

Go to www.holdenandfordnats.com.au

The guys have three different versions available – water jacketed engines in wet or dry deck and a solid, drag racing only model that is capable of handling in excess of 3000hp! For those serious about using the blue oval six-pack, and lets face it, there’s plenty of people with that intention, this is the ultimate ‘must-have’ starting point. These should be ready to ship now. Contact Bullet Race Engineering at www.bulletraceengineering.com.au 10

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UPDATE GET YOUR COMPANY BRAND IN FRONT OF YOUR CUSTOMERS!

Dealing face to face with your customers is the best way to promote your brand, and you’ll have plenty of customers to talk to on the Performance Street Car Road Trip. To find out how you can be a part of this amazing event, contact Paul now on (0432) 795336 or via email - paul@pscmag.com.au

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WHO IS CRUISING WHAT? ENTRANT 064 Brett Hotston - 1964 Chev Belair

CONDITIONAL REGO PERMIT NUMBER

To see all of the entrants taking part in the Road Trip as they come on board, check out the website: www.pscmag.com.au/road-trip

www.pscmag.com.au

Thanks to the guys and girls at the Australian Street Rod Federation, members of the Association can now take part in the Road Trip on their Conditional Rego, without having to use up any of their 60days. The ASRF Travel Permit number is T22-01 and features on the event flyer.

KEEP UP TO DATE AT THE OFFICIAL FACEBOOK PAGE - CLICK THE LOGO! 12

Jake Myers - Burnout Champion!

ve ha I at th g in th e on d an e lif y m l al rs ca “I’ve been around tough tang us M y m hy w ’s at Th . ity al qu on e is om pr m co learned is never to ” o! to r ca ur yo r fo lls ve Lo on ST SI IN s! ng ri is fitted with Lovells Sp

www.lovellsauto.com.au

WHAT’S HAPPENING KILLER

Video

WYCO Racing Cash Days Street Racing Video By Urban Hillbilly Videos

KILLER RIDES LAUNCHES MID-WEEK MEET-UPS

With plenty of laid-back events on just about every weekend, Killer Rides have launched their Mid-Week Meet-Up’s. Held once a month on a Wednesday night from 6.30pm, the meet invites car owners to the car parks covering Oporto, Subway and Taco Bell. With ample space, great lighting and plenty of food options.

To find out when the Mid-Week Meet-Up’s are held, jump onto www.killerrides.com.au or head to the Facebook page www.facebook.com/killerridesaustralia

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WHAT’S HAPPENING DARE TO BE DIFFERENT - NASH RAMBLER

They say that when it comes to building unqiue American cars, “the uglier, the better!”

If that’s the case, than the Nash Rambler is the best! It’s unique styling with the covered wheels openings, truly sets the humble wagon apart from the sea of “common”Tr-5 Chev’s, Mustangs and Mopars. This wagon has been treated to the full custom treatment with LS-power, new chassis, custom paint and a cool retrim. Dare to be different? Absolutely!

FREE MAGAZINE OFFER

TAKE YOUR VEHICLE TO THE NEXT LEVEL OF TECHNICAL PERFECTION

TO GET YOUR FREE COPY

CLICK HERE

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www.liquidintelligence.com.au

INCLUDES CASE STUDIES & ARTICLES OF ONE OF A KIND PRODUCTS

Mailed to your home or business

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HAVE YOUR SAY Got something to say? Send it to paul@pscmag.com.au or message us from the Performance Street Car Facebook page.

CAR SHOW QUALITY

Hi Paul, Not sure whether you have noticed lately, but it seems every car event I go to is dominated by cars that are, for want of a better term, lacking in quality. I am really sick of seeing major events letting standard, late-model cars with a set of wheels enter. I was at Summernats 34 and every second car I saw was a damn Commodore with Simmons. I’m sick of seeing this stuff. When did the desire to put on a great show get taken over by the need to make as much money as possible.

Surely there’s enough great cars entered without having to include these shopping cars as well.

Simon J Via Email

Hi Simon, Yes I have noticed the growing number of late model Commodore’s, Falcon’s and Japanese cars entering big events, and I am all for it if they meet a certain criteria. My own personal 300C Chrysler was knocked back an entry at the Summernats because it was deemed to standard – even though it was dumped on the deck and rolling on 22’s, yet I am seeing lots of pics of cars that should be in the car park. Any promoter will tell you it costs plenty to put an event on, and the Summernats, being the biggest event in Australia would definitely be the most expensive to run. I remember back to the early days where every entered car was modified to a certain level.

That doesn’t seem to be the case anymore and is something you need to take up with Andy Lopez at the Summernats office. Is it a sign of things to come? Time will tell.

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MORE MOPAR FEATURES PLEASE

PRO-STREET IS COOL, BUT...

NO EV FOR ME...EVER!

G’day Paul, Don’t get me wrong, I am a big fan of Pro-Street – who wouldn’t be, but I think you need to show more driveable cars in Performance Street Car. Now I’m talking about regular street cars, rather the street registered, street driven cars that still push the boundaries in performance, but can be used on the street anywhere at any time. I still want to see those wild Pro-Street Cars, but would love to see more genuine street driven, Pro-Touring style cars too, to mix it up a bit. Keep up the great work mate, loving every issue…

Troy W Via Messenger

Hi Matthew, I know it’s hard to take and generally most people don’t like change, but there’s no denying the future in the automotive world is with electric engines. I’m hoping that the Governments of tomorrow don’t make it compulsory to drive an electric vehicle until way after I’m too old to worry about cruising in something cool and petrol powered.

G’day Troy, Getting that balance right between street and strip is something I work hard to achieve, but sometimes things happen behind scenes and a particular shoot may fall over or get pushed back and I’ll need to shoot something else in a hurry to make deadline. Thanks for your support though and I’ll always have a variety of stuff in each issue.

G’day Team PSC, Thanks so much for featuring Daniel Andrews’ ‘REAPER’ Charger – one of my alltime favourite Aussie Chargers. Not only is it a great car, Daniel drives the wheels off it – a true testament of a genuine street car! Please feature more Mopar’s like this in PSC. Thanks for your efforts.

Tony J Via Email G’day Tony, I’ve been meaning to do a feature on Daniel’s Charger for a while, but all the stars didn’t align until recently. Rest assured, I am always on the lookout for quality Mopar feature cars. Stay tuned…

Hi Paul, I read your editorial religiously but Issue No. 43’s read had me seething. As long as my arse points to the ground, I won’t be driving an electric vehicle. I don’t care about the environmental implications – in fact, the electric engine isn’t as good for the environment as people would have you believe. I can’t believe some clown made the decision to repower the Project X ’57 Chev with an electric engine! Call me old school, ignorant or lost in the past (you’d be right on all accounts) but I’ll be running a petrol engine for as long as I possibly can – then I’ll get a push bike.

Matthew H Via Instagram

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COMING ATTRACTIONS CARL HOPLEY - 1964 XM FALCON COUPE WORDS / PICS – PAUL BECK

DRIVER REVIVER

Early Falcon coupes are without doubt, one of the most desirable cars in the blue oval stable.

Those that are lucky enough to have had one for a while, tend not to get rid of them and those that want one now, need to have very deep pockets to afford the price tags. Luckily for Carl, he has owned this XM Coupe for a number of years, long before the Covid-tax put a lot of cool rides out of touch. After parting with his first car, a bright pink XP Fairmont he

built in the 90’s, Carl went looking for a Coupe from the same era. In 2008, he found a mildly modified XM coupe in Queensland that was fitted with a host of RRS suspension and brake gear and was powered by a small block Windsor. With bright red paint, tan trim and modular wheels, Carl was suitably impressed.

He and his father in-law boarded a plane with a bag of cash and made the long-haul home in his newly acquired Falcon.

A fire forced Carl Hopley to rethink the approach on his slick XM Falcon coupe. All these years later, and with the coupe already copping a raft of mods, he’s still thinking…

RESTORED BODY WITH SUBTLE MODS KINDIG-IT DOOR HANDLES LAMBO BLUE PAINT

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P A W S E IN G N E E T O Y CO H S A D R E D N U R E T S O O B BRAKE T R O P P U S R O T IA D A R M O CUST

MERC CONVERTIBLE SEATS WITH BELTS CUSTOM FIREWALL REWORKED STRUT TOWERS RRS STRUTS & RACK BAER BRAKES SCHOTT 18" BILLETS

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Happy with the purchase, but always harbouring a desire to add his own personal touches, Carl was quite content cruising the XM with the family onboard for around ten years, until an underbonnet fire bought his plans of change forward somewhat. Around the same time as settling the insurance claim, he found a Mustang-spec Coyote engine that he figured would be an awesome engine to repower his ’64 coupe. The five-litre engine is a considerable size compared to the old 302, and to make it a comfortable fit wasn’t going to be easy. Most obvious engine bay modification centres around those shock towers. But because the XM uses RRS struts, the bulky towers have been sliced for clearance, though Carl reckons he can trim them back even further (and reshape to a rounder version), allowing more room for custom headers. There’s a new firewall about to be folded up and the radiator support panel also needs some surgery. There’s some bracing behind the guards too. The firewall will flow into a new trans tunnel and reworked floor pan. To help stiffen the body, there will be a steel infill panel added behind the rear seat and there’s bracing inside the sills, along with access for the fuel lines. Carl also plans to remove the cowl vent, delete the door locks and swap the ugly door handles for the ultra-slick Kindig-It items.

The old bench seats have been given the flick, with the driver and front passenger being treated to Mercedes convertible buckets complete with onboard seatbelts...

The underside will see the already fitted RRS gear updated with the very latest versions available from the company, including the front struts, steering rack and under dash brake booster assembly. The rest of the steering will incorporate a tilt, billet Ididit column, and Billet Specialities wheel. The True trac 9-inch diff will be located using a torque arm and watts link with Baer brakes and 18x10-inch Schott Tomahawk billet wheels that will sit inside the mini-tubs. The plan is to design and fabricate a trick cantilever rear suspension set-up… Big Baer discs and caliper will provide the stopping power on the nose and will live inside the 18x7-inch Schott wheels.

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The interior is getting a complete makeover too. The old bench seats have been given the flick, with the driver and front passenger being treated to Mercedes convertible buckets complete with onboard seatbelts, with the rear bench being reshaped into two buckets. The dash facia is to be fabricated to house a custom Dakota Digital cluster, Bluetooth controlled air and a host of controls from Bluewire. Externally, Carl doesn’t want to venture too far from what ol’ Henry approved way back in 1964. The original stainless trim and brightwork will be retained on the more or less standard issue body.

There will be changes, but they will be subtle. The only issue Carl can foresee is how to keep the bonnet line looking standard if he gets his way and bolts a blower to the Coyote power plant. That’s not a bad predicament to be in. And as far as exterior colour goes, Carl is set on a cool blue usually found on a Lambo of all things.

Carl knows he has a heap of work still to do, but he is determined to get it done. There’s no rush and he has a firm plan in place. It will be ready when its ready and when that day comes, he would have created the early Falcon he had always wanted. Carl also acknowledges that a build like this is only possible with the support of others like Trevor from Dapto Smash and Shawn from Karnge Kreations. Bring it on…

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e h T n I e f i L

FAST LANE

Adrenalin Junkie David Scullard has raced and had a love for motorcycles all his life, and enjoys boating and jet-skiing too, so it makes sense his four-wheel adventures have a suitable engine package as well...

David Scullard 1970 HG Holden Premier Words / Pics - Paul Beck

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When Dave decided it was time to get himself a tough street car, he found this Premier at the right money, and with the all-important right attitude!

That was back in 2015, and the HG’s small block wore a 6/71 blower and a pair of carbs. After tidying up a few things, Dave cruised the HG regularly without a care in the world, until he and his mates were pulled over by the Police whilst doing another mates wedding. The line of ribboned-up blown bridal cars were issued defect notices and was the catalyst for Dave to rethink the use of the blower on the street. A switch to a more userfriendly Procharger with a glass bonnet happened soon after, providing plenty of power for a year or so until the catch ripped out of the ‘glass bonnet, damaging part of the roof and the side of the car in the process.

Like the Prem’s exterior, the insides have been kept pretty much sedate, with just the Haltech dash differing from what the General’s master plan included.

That incident kickstarted a thorough two-year ‘on and off’ build that took place mostly in the home garage with the help of a select group of mates.

Apart from the damage caused by the wayward bonnet, the body wasn’t in bad shape for its age and the pressures placed upon it from the power being pushed through it. With help from Jason Greenwood, the Prem scored some mini-tubs to allow for bigger rubber Dave had planned. Jason also sorted out the sheet metal, eliminating any imperfections and smoothing out the engine bay in preparation for the team at Patch Maker in Helensburgh to lay on a fresh coat of the original Mist Green colour that covers an almost stock body.

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One constant in the HG’s engine bay is that there has always been a small block Chev as the basis topped with a supercharger of some sort. Whilst the body was off having colour added, Dave and good mate Pete Lovering, set about sorting out the new engine package. The Procharger set-up was sold off, and Dave thought he’d take his chances on cruising the streets again with another roots blower, this time an 8/71 Blower Shop, hi-helix, Teflon version.

With no thoughts on using carbs again, he wanted to top the blower with a lowprofile, EFI injector hat machined up by Joe Blo, and controlled by a Haltech ECU that also connects to the dash. That impressive top end feeds a stout small block sitting lower in the bay. Starting with a cast, Corvette-spec block, the boys added a Scat crank and rod combo swinging JE forged blower-spec pistons. The bottom end also scored a Mellings hi-volume oil pump and a modified factory sump to

allow more oil to be flowed through the engine’s vital parts. The cam of choice is a Comp Cams roller version providing an idle that proves this is one serious engine. The heads are Dart Pro-1 alloy items that have been ported, polished and fitted with Isky double valve springs. After the big bang takes place courtesy of the MSD ignition system, a pair of custom headers sends the gases outwards via a stainless, dual 3.5inch system with Reaper mufflers. Ample amounts of 98-octane fuel get pumped from the 80-litre cell via an Aeromotive A1000 pump so there’s no chance the fuel supply will be lacking.

Whilst the body was off having colour added, Dave and good mate Pete Lovering, set about sorting out the new engine package.

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A manualised Turbo 400 is bolted up to the back of the pumped small block with a 3500 Dominator converter taking up the idle. Gear selections are made via a Hurst Pro Ratchet shifter.

Down the back, there’s a full complement of Gazzard Brothers gear including the sheet-metal diff housing (with 3.89 nodular centre, Tru-Trac and 35-spline axles), torsion bar mono-leaf set-up, shocks and slider plates. Wilwood discs and calipers hide inside the 15x10 Alumastar’s that have been fitted with Enemies Everywhere single bead locks. At the other end, there’s 17x4.5-inch Weld wheels, Wilwood brakes, lowered coils and 90/10 Pedders shocks.

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Like the Prem’s exterior, the insides have been kept pretty much sedate, with just the Haltech dash differing from what the General’s master plan included. Dave had the original seats and door trims recovered in the factory style in the same colour as when the HG rolled from the showroom in 1970. The 70’s dash has been retained including the faux woodgrain, gauges (now covered by the high-tech Haltech dash) and all dials. Completing the interior perfectly is the standard issue steering wheel – in green, of course!

THAT NUMBER PLATE I have been trying to find a clever way to work th e number plate into the story, but everything I came u p with would get me into trouble somewhere down the track. So, le t’s just say it’s a cool plate anyw ay…

One constant in the HG’s engine bay is that there has always been a small block Chev as the basis topped with a supercharger of some sort.

THANKS TO: C&V Performance for sorting the tune. Fitzy for the machining and metal work. Gazzard Bros for their gear. Patch Maker for the paint job. Joe Blo for the hat setup. Judd’s Auto Repairs. Feneck Race Engines. All my mates. And our puppy Corona who loves to go for a cruise!

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Obviously, any size rebuild is going to take not just a lot of time and money, but the help from plenty of mates who are willing to put their hands up and get on the tools. With all of the Prem’s components scattered around the home garage, Dave called on those he knew were up to the task, to help him piece the jigsaw back together.

Those diehard mates include Peter Lovering, Daniel Hawes, Daniel Fitzsimmons, Jason Greenwood and Jimmy Denaro – each of which carefully bolted the HG’s vital bits back into place.

Obviously, any size rebuild is going to take not just a lot of time and money, but the help from plenty of mates...

Some seven years after Dave first sat in the driver’s seat, the HG once again hit the blacktop. So, is this the final reincarnation? Probably not. For now, he is happy to cruise the new look HG with his mates, but did mention that as much as he does love the sound and attitude the blower and hat offers, the engine bay could one day be home to a turbo LS set-up. Until that happens, it’s staying blown, injected and a tough as nails street car! Cruise on…

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MY FAVOURITE PHOTO

When the Revfest took over Wagga Wagga Showgrounds, it was wall to wall horsepower! Mark Yardy took to the burnout pad in his YUMMY Ute, in an effort to cover the venue in thick tyre smoke!

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Paul Beck 39

ST KILDA SHOW AND SHINE - ACLAND STREET AND SURROUNDS - ST KILDA VIC WORDS – PAUL BECK PICS – CHAD SILVEY

n I g n i n i h S

St Kilda

It may have been postponed a couple of times, but when it did finally happen, it was well worth the wait with hundreds of cool cars converging on St Kilda for the biggest show and shine Acland Street has ever seen!

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Usually held on Father’s Day, the huge show and shine had to be postponed a couple of times, because of – well, you know why, let’s not mention it again. St Kilda is one of Melbourne’s busiest sea-side suburbs. Home to more patisseries, restaurants and shops than any CBD should have, for one day each year, it’s all about the cars!

Event promoter, Elvis Barbieri manages to gather together some of the coolest, toughest and classic cars Victoria has to offer and then jam them into Acland Street!

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Event promoter, Elvis Barbieri manages to gather together some of the coolest, toughest and classic cars Victoria has to offer and then jam them into Acland Street with the large overflow being set-up in side streets and on the grassed area fronting the iconic Luna Park, making for a family fun day like the area only gets to see once a year.

Usually held on Father’s Day, the huge show and shine had to be postponed a couple of times because of, well, you know why, let’s not mention it again.

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With Acland Street closed off to regular traffic and the trams that service the area, the hustle and bustle that usually consumes St Kilda every weekend, was interrupted by blowers, candy paint, glistening chrome and an abundance of car-loving spectators that filled the streets to check out the rides on offer under clear blue skies.

With a bit of luck, the world will regain some sort of normality for 2022, which should hopefully see the St Kilda event return to its original date of Father’s Day.

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Home to more patisseries, restaurants and shops than any CBD should have, for one day each year, it’s all about the cars!

Adding to the car show was live music, a number of DJ’s and entertainment for the kids giving a festival-like atmosphere. With a bit of luck, the world will regain some sort of normality for 2022, which should hopefully see the St Kilda event return to its original date of Father’s Day. But regardless of when it’s held, this is one of those events that you just need to be a part of. But be warned, get to the area early because there’s only so much space available. For more information on this and the hugely popular Showdown event at Moonee Valley Racecourse, jump onto www.showcarsmelbourne.com.au

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GETTING AN

Early START

Craig Hurkett was just 15 when he spotted this XW Fairmont sitting in a Wollongong Ford dealership with a price tag of just $3490. Thirty-seven years later, it’s still in his garage!

Craig Hurkett 1970 XW Fairmont Words / Pics - Paul Beck

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It was 1985 when Craig wondered through the lot at Ron Bratton Ford and found what would be his future, long term performance street car. “I was always into cars, so I thought I would start young. I stripped it down and gave it a very quick makeover before I was 16 and 9-months, ready for driving it on my L’s!” Craig explained. And as it turned out, this Fairmont was a one-

owner car. Can you imagine the price tag this would carry in 2022? I’m damn sure, there would be few 15-year olds buying it as their first car! Over the ensuing years together, Craig would give the Fairmont not one, but three complete rebuilds – though Craig said it “felt like one continuous build!” By far, the latest build is definitely the best of the three.

After having the XW in his life for so long, there’s very little chance Craig will be parting with the Fairmont any time soon, if at all.

There was no way Craig was going to mess too much with the factory’s exterior styling, opting to smooth it considerably with the removal of all the badges and Fairmont-appointed guard and sill panel mouldings – including those that separate the indicators and brake lights for a unique taillight treatment. The same process was applied to the front indicators too. Under that paint sits the original Ford steel that was stripped down and file-finished back in the 90’s before the first colour change to Monza Red. But unbeknown to Craig, there’s two different codes for that colour and because the body was painted at a different time to the hanging panels, the two colours differed, leaving Craig somewhat bemused.

The XW was pushed into the corner, covered up and forgotten about for a while. This was in the early 90’s. When the time came for Craig to fix the paint issue and have gun-painter Steve Tabone lay on one shade of Monza Red, the previous job was rock hard, causing Steve to run the panels down with more effort than any other job prior. It did help him ensure the body lines were correct though, forming the perfect platform for the new silky-smooth coat of colour.

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Inside, it’s a finely-tuned mix of old and new, original and custom. The most obvious changes are the seats.

The shapeless XW seats that were fine for 1970, just don’t cut it in a modernday street car. Each passenger now gets comfy in their own Aerotech bucket seats, suitably retrimmed in black velour and vinyl. From the driver’s position, the wood-rimmed Autotecnica steering wheel comes into full view, with the AutoMeter dials that have been slotted into

the factory dash, partially obscured from view. Craig also kept the 70-s spec centre console, adapting the Hurst Pro-Matic 2 shifter to look almost factory. One cool piece of the interior makeover is the Superoo on the glovebox. Nothing different about that, you’re thinking, except that Steve airbrushed it on. It’s the little details that make a difference.

The trim work also flowed into the boot area, where there’s grey carpet and dual batteries.

It was 1985 when Craig wondered through the lot at Ron Bratton Ford and found what would be his future, long term performance street car.

THANKS TO: My brother Steve for the constant help with making custom parts, or modifying items to get them to fit how I wanted – from the custom exhaust to the modified radiator support.

He always drops what he is doing to help out – and he’s bloody good at it. Steve Tabone – the master painter for going above and beyond in keeping the paint looking great! Even after the initial paint job, Steve has been back multiple times to cut, buff, polish and detail the car to get it looking its best. Lastly, my wife Kellie. She never bats an eyelid when I say, “I need to spend some money on the Fairmont!” I’m pretty lucky in that way…

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The standard engine was never going to make enough power to keep a young Craig happy – even less so for the more, um, matureage Craig. So, he did the sensible thing and pulled the original engine from the mounts and stored it in a safe place, just in case he ever needed to refit the matching numbers motor. To fill the gap left behind, Craig spoke to Glenn at Horsepower World and promptly ordered a new combo. Starting with Dart block, Glenn added a rotating system that comprises of a Scat forged crank and H-Beam rods with 12.5:1 custom forged JE pistons. The cam and lifter combo of choice comes from the Crane catalogue and are solid roller items that really liven the small block up. The stout bottom end is capped off with a finned, alloy

B&M sump. A pair of Chi alloy 3V heads soon joined the party after being kitted out with Jesel ‘Sportsman’ roller rockers. The real estate between the heads was filled with a matching Chi 3V Boss high-rise intake manifold topped with a 750cfm Holley Ultra HP Carb that gets fed plenty of 98-octane fuel via the Holley Ultra HP 170GPH billet fuel pump. And if Craig ever feels the need to fill the tank with E85, the tough 363-cube small block will drink it with ease. The exhaust side of the combo consists of HM Headers that flow into a custom, dual three-inch system with Magnum mufflers. All up, the engine made a credible 410hp at the treads, but on E85, that figure would be much higher. Not only does the engine package produce the goods, how good does it look?

And as it turned out, this Fairmont was a one-owner car.

Can you imagine the price tag this would carry in 2022?

There’s a tough, manualised C4 bolted up to the new engine, built by Dave at Figtree Transmissions to the highest standards.. Fitted with a reverse pattern shift and fronted with a TCI converter with a 3800rpm stall speed, the power is easily fed through to the solid mounted nine-inch diff running a Truetrac centre with 3.25-gears and 31-spline axles. Lovells custom leaf springs with a 2-inch drop have been added along with Pedders gas shocks, and 20x9-inch Simmons wheels. At the opposite end, the ride height was dropped by 2-inches with Pedders supplying the heavy-duty coils and gas shocks.

XF cross-drilled discs and calipers have found their way onto the front end. The front Simmons measure 20x8-inches. A GT-spec brake booster with Aeroflow vacuum pump combine to bring the Fairmont to a stop that much quicker.

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By far, the latest build is definitely the best of the three.

After having the XW in his life for so long, there’s very little chance Craig will be parting with the Fairmont any time soon, if at all. “Potentially, I may get buried in it!”

Craig added, “though the kids are already fighting over it!” Whatever fate awaits the Fairmont, Craig will continue to enjoy cruising it with the family on board as much as he can. Will there be a fourth rebuild? Craig’s not committing to anything…yet!

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HOOKED ON

s c i s s a Cl

With a cool, six-pack EH already parked in the garage and his Speedway Racing career coming to an end, the time was right for Wayne to jump into another restoration project. After finding something they both liked, a tired FB Ute, Wayne and his mate Alan loaded up a trailer and left the Illawarra bound for Melbourne.

That was Friday afternoon. After arriving and checking out the Ute, and impressed with what he saw, Wayne did the deal, loaded up his new acquisition and hit the road home. 24-hours from when he left home, he pulled into the driveway with the Ute in tow. After unloading the Ute, it remained untouched for a number of months before work

After being let down on a finished Chev he was keen on buying, Wayne Faulkner and his fiancé Meagan, decided it was time to build their own classic.

on the rebuild began, but when it did, it happened quickly. Being a mechanic and the owner of Darkes Road Automotive, Wayne not only had access to all the equipment he needs, he also possesses the ability to tackle most jobs himself, saving plenty of money in the process. It just so happens that Meagan’s brother Troy is a seasoned Hot Rodder and restorer, and was more than happy to offer advice when needed, making the process just a little easier. Being a fussy bugger, Wayne spent lots of time researching all the bits he wanted to incorporate into the build, making sure that when the bits arrived, they were right the first time around…mostly.

Wayne Faulkner 1960 FB Holden Ute Words / Pics - Paul Beck

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The FB wasn’t in bad shape initially. Sure, it showed signs of its age, but with minimal rust, it was the perfect starting point. The plan was to keep the Ute a similar shade to Cockatoo Cream it wore when it left the factory floor in 1960. The final colour is close, but has been modified slightly before being laid down over the panels. Not one to cut up a classic, Wayne and his fabricator mate “Hot Rod” kept the body mods to a minimum, deciding to just mini-tub the rear to fit the planned bigger wheels and tyres.

With the panel work done, the rolling body was handed over to CPC Quality Smash Repairs where Gino added the new colour to the exterior, and interior metal parts and then coloured the engine bay in black. With the Ute back in Wayne’s possession, all of the new chrome pieces were put back into place along with a full rewire, all new rubbers and sparkling new glass.

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Not one to cut up a classic, Wayne and his fabricator mate “Hot Rod” kept the body mods to a minimum...

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The interior is a perfect expression of “less is more”. It’s classy, contains everything that’s needed without being too complicated and about all else, compliments the rest of the build. Jason Beerens from St Marys got the nod to transform the interior that was well past its use-by date. The bench seat once served duty in an FC model and has been repadded before being covered in Tan vinyl and suede and finished off to perfection with the chrome side trim. The door trims scored the same theme along with billet winders and handles. From the driver’s seat, the Billet Specialties billet steering wheel and brushed-alloy IDIDIT column are the

first thing you see, and peering just past them reveals a reworked dash that now features Classic Instruments white face gauges that have been added to the stylish factory facia – chromed of course. The custom centre console not only holds the B&M Quicksilver shifter, extra gauges and re-mounted handbrake lever, but it also covers the enlarged trans tunnel needed for the updated gearbox used. A cool personal touch added becomes visible when the glovebox lid is opened. Two billet cup holders have been fixed to the lid to ensure Wayne and Meagan have somewhere to put their, um…bottles of water…

...a reworked dash now features Classic Instruments white face gauges that have been added to the stylish factory facia – chromed of course.

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Keeping a six-pack under the bonnet of the FB was never really contemplated. Instead, Wayne located a complete LS2 engine/trans combo that came with everything he needed including the body control module, computer, wiring harness, accelerator pedal etc. Apart from the modified Moroso sump, Castlemaine Rod Shop headers with dual 2.5-inch exhaust system and Aeromotive Stealth fuel pump, the LS2 is completely stock. And with 338 rear-wheel horsepower on tap in the relatively lightweight early Holden, the performance is more than impressive. Backing the engine is a matching 4L60E four-speed auto with a narrowed VS Commodore diff featuring 28-spline axles

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and a 3.45-geared Tru-Trac centre. Before the new, high-tech driveline was bolted into place, there was lots of changes happening to the FB’s underside. The original front end was ripped from its mounts, and in its place went a Waddington front end that incorporates a front-mounted power rack and pinion steering assembly, HQ drilled and slotted discs and Castlemaine Viking double-adjustable coil-over shocks. Reconditioned and lowered leaf springs were dropped into the rear along with Kone shocks and WB Holden drum brakes. The wheels of choice are polished American Racing measuring 15x6 and 17x8, filling the old Holden guards perfectly.

Keeping a six-pack under the bonnet of the FB was never really contemplated.

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This is the first full-resto that Wayne has under taken and after spending around $75K over the twoyear build period where every nut, bolt, washer and screw has been replaced, both he and Meagan are very happy with how the project finished up. Sure, there were issues encountered during the build process, but aren’t there always? But perseverance on Wayne’s part certainly paid off. The initial goal was to have the car finished and ready to go for their Wedding which was to be on September 10th last year, which happened to be the 10-year anniversary of when they first met. Unfortunately, the planned nuptials have been put on hold due to several reasons, but at least when the big day comes, they can both be happy knowing that the car is finished and ready to go!

THANKS TO: My fabricator mate – Hot Rod. CPC Quality Smash Repairs – Dapto. Jason Beerens – Interior. Troy Fewings. Luke Demain – Elite Custom Wiring. Brandon Perry – Pezza’s Projects. Castlemaine Rod Shop. Shoalhaven LS Tuning & Performance.

Sure, there were issues encountered during the build process, but aren’t there always?

What he has managed to achieve though, is to build a high-quality yet still usable and 100% engineered and registered, street car that wouldn’t look out of place at any show. The cars first real outing was the recent Killer Rides Mid-Week Meet-Up where it certainly turned plenty of heads. Since then, Wayne and Meagan have happily put plenty more miles on the FB’s speedo, with plenty more to come. Make sure you get to Killer Rides Live in August too, where the Ute will be on display in all its glory…

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l a v O e Blu D N U O R G E L T T BA

FORD POWERED NATIONALS HEATHCOTE PARK RACEWAY - DEC 4TH, 2021 WORDS – PAUL BECK PICS – LAUREN @ XPOSED PHOTOGRAPHY 72

Heathcote Park was no place to be if you didn’t worship the mighty blue oval when the annual Ford Powered Nationals rolled into town, bringing some of the quickest, fastest and wildest Ford-powered vehicles to the strip to earn the ultimate in bragging rights!

It was a case of third time lucky for event promoter Todd Foley, after the Ford Powered Nationals had to reschedule a couple of times. Not wanting to miss out on running the event for 2021, Todd managed to secure a 2021 date (December 4th) to hold the event and as it turned out, the weather gods turned out to be Ford fans and bathed the track in sunshine.

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As the Friday was available, Todd booked this for a test and tune day for those drivers that wanted (or needed) to do some testing as it had been a while for some track for some drivers. Friday’s on track conditions weren’t ideal with many doing their best to get their cars down the track in tricky conditions.

All up, 65 Ford-powered vehicles rolled up to take park in the event – but not all of them came from the blue oval factory.

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When the sun rose over Heathcote Park on Saturday morning, the pit area was a hive of activity. All up, 65 Ford-powered vehicles rolled up to take park in the event – but not all of them came from the blue oval factory. In amongst all of the usual, Falcon’s, Capri’s, Mustang’s and Cortina’s sat a Valiant sedan and a couple of Commodore’s – a VK wagon and a VR sedan, both using a turbo 6-pack ‘Barra’ engine for power. In fact, I reckon there was more turbo 6-packs at this event then there was V8’s!

One exception went in the different direction. The Ford Probe, owned by Craig Marshmann, was powered by a blown LS set-up.

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Whilst the diehard Ford guys weren’t happy with the LS-powerplant taking the win, at least it was in a Ford body…

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There were four different classes for the entrants to race in, including Boosted Six, Boosted V8, Aspirated and Outlaw for those big bangers!

With $1000 up for grabs to the winners of each category, the Dial-Your-Own racing was always going to be hard fought. At the end of proceedings, the Boosted Six bracket was won

by Geoff Orrell in his FG XR6 Ute, in an all FG Falcon final. The Boosted V8 bracket went to Alex Moshopoulos, whose twin-turbo Windsorpowered XT Falcon was too good, running in the mid 8’s to out-perform all contenders. It was an old-school Cortina that took the win in the final of the aspirated class. Mick Rouhan’s Mk2 Cortina sporting a big horsepower 427-cube Windsor in the small engine bay to get the power to the rear end and down the track quick than everyone else. In the Outlaw class, it was the blown LSpowered Probe of Craig Marshmann who took the outright win with an unbeatable 8.0-pass on an 8.0-dial in. Whilst the diehard Ford guys weren’t happy with the LS-powerplant taking the win, at least it was in a Ford body…

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Several drivers found the conditions challenging, but none more than Corey Benning, whose 7-sec ‘Barra-powered’ Cortina broke traction at mid-track spearing him into the wall.

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It was a case of third time lucky for event promoter Todd Foley, after the Ford Powered Nationals had to reschedule a couple of times.

With three qualifying runs done to determine their dial-in’s, the drivers were treated to a great day of racing with no oil downs, or any major incidents to slow proceedings – which was a great thing for the big crowd who had gathered at the trackside. As the day went on, the track came around which allowed many drivers to run PB’s. Whilst there were no major problems on race day, the same couldn’t be said for the Test ‘n’ Tune Friday. Several drivers found the conditions challenging, but none more than Corey Benning, whose 7-sec ‘Barra-powered’ Cortina broke traction at mid-track spearing him into the wall. Corey was OK thankfully, but the Cortina had seen better days. With offers of help from several people, the Cortina will be back, better than ever!

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For Todd, the opportunity to get the Ford Powered Nationals done and dusted for 2021 in such a way, was a great thing. And now that event is done, his focus now turns to February 26/27, 2022 when the Tuff Mounts Holden Drag Nationals takes over Heathcote Park Raceway. For more information, jump onto the official Facebook page – www.facebook.com/holdendragnationals

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CHEV

Hell

Troy Reid wanted a cool family cruiser. What he created was a high-powered, Pro-Street styled Chevelle from the dark side!

Troy Reid 1971 Chevelle

Words / Pics - Paul Beck 84

After spending a lifetime on two-wheels, Troy decided it was time to venture into the custom car world to accommodate his growing family. Not wanting a basic street car, he went on the search for something just a little out of the ordinary, finally settling on something a hell of a lot more than that – a factory big block ’71 Chevelle, a car rarely seen on these shores. It seems the owner was pretty keen on a Harley V-Rod that Troy had on the market. A part-trade was done and the Chevelle was on its way to its new home. Upon receiving the coupe, Troy had planned to just enjoy cruising with his family, but that didn’t last long. As is usually the case, Troy wanted to make a few “little” changes, which ultimately lead to a major, two-year rebuild.

The starting point for Troy was to pull the factory 454 from its mounts and have it rebuilt to up the power stakes. Some miscommunication though, saw the big block rebuilt to its original specs – a long way from where Troy had expected it to be. Before it went anywhere near the Chevelle’s engine bay, Troy had an offer on the big block and decided to part company with it. After making some enquiries with those in the know, Troy found himself in deep conversations with Billy at BK Race Engines about piecing together a big cube, big horsepower fat block Chevy. Troy’s brief for Billy was simple – it had to be reliable, naturally aspirated, pump fuel and be able to put a big smile on his face each and every time the loud pedal is smashed! Apart from those instructions, Billy was free to do what he wanted!

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Starting with a new Iron Sportsman block, Billy added a stroker crank, H-Beam rods and Autotec dome pistons to increase the capacity to a more impressive 565 cubic inches. Finishing off the bottom end is a serious cam with Bam Pro-series lifters, and a Moroso oil pan. As tough as the lower part of this engine is, it’s no less exciting on the top end. With a single 1050cfm APD carby supplying the 98-grade fuel through the intake, the fuel supply certainly meets the requirements laid down by Troy at the outset. The cylinder heads are alloy AFR 300/112 Oval Port items that complete the long engine. Custom 2-inch headers hang

off the outer edge of the heads and flow into dual 3-inch pipes that decrease by half an inch to fit in over the diff.

When the ICE ignition system fires the big block into life, you can tell by the wild idle that this engine makes plenty of power. How much, you ask? How does 850hp grab you?

Tough, huh? Billy doesn’t do things by half measures… Oh, I almost forgot to mention that Troy and his family need to be cool when out cruising, and that doesn’t mean wearing a trendy set of sunnies! He added air-con to the Chevelle with the 565 wearing a front drive system that incorporates all the necessary gear.

Not wanting a basic street car, he went on the search for something just a little out of the ordinary, finally settling on something a hell of a lot more than that – a factory big block ’71 Chevelle...

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All that power runs through a Turbo 400 box, built by Al’s Race Glides, so you know it’s going to be up to the task, with only top shelf internals added along with a custom SDE 10.5-inch converter.

Short, sharp shifts are provided by a B&M Pro-Ratchet shifter added to the centre console. The final member of the driveline trio is a sheet-metal 9-inch with 3.70-gears inside the heavy-duty alloy case, with a Strange moly pinion yoke, 35-spline axles from Mark Williams making sure the power gets to the ground through the big 295 ET Street tyres mounted to 15x9 double-beadlock

Weld V-series wheels. In true Pro-Street style, the front wheels measure just 17x4.5-inches. Whilst waiting for the engine to be built, Troy paid plenty of attention to the underside, adding Global West tubular control arms and Viking double adjustable coil-overs to the front end along with Wilwood discs and 4-spot calipers. The same braking components are found on the rear along with the Global West coil-over kit with Viking shocks. A CPP500 series powersteering conversion box has been added to ensure the Chevelle steers as well as it stops and handles.

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Inside, the Chevelle has been given a complete makeover.

The old lifeless front seats are long gone, with modified VE Commodore Ute buckets taking pride of place with these, the rear seat, door trims and headlining all retrimmed by Trims

by Shaun to flow seamlessly. Looking past the Flash Power USA steering wheel, you’ll find what looks like a restored dash, but in fact, the gauges are sourced from Dakota Digital keeping the classis look in more accurate dials. The dash also holds a retro stereo head unit and the vents for the Vintage air-conditioning. Troy likes everything that has a purpose to work how it should so a complete rewire was on the cards

and now everything operates perfectly, even down to the cigarette lighter! The majority of the body and paint is just how it was when the Chevelle arrived from the USA. Troy added his own personal touch by ordering in a new bonnet and then sending it over the guys at Deluxe Metal Shaping in South Oz where they added their own designed and manufacture 4-inch sheet-metal cowl. Troy also has the chassis, firewall and underside painted by Spray FX in Bathurst. Being somewhat of a perfectionist, Troy is nowhere near happy with the body and paint and has scheduled the coupe for some love in the body and paint department soon…

When the ICE ignition system fires the big block into life, you can tell by the wild idle that this engine makes plenty of power.

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For his first foray into the world of modified street cars, I reckon Troy has built himself one hell of a killer ride. But he is the first to admit that he learned some very important lessons along the way, after doing most jobs twice to get where he wanted to be. “I reckon you need a clear direction from the get-go,” Troy added. “If you don’t have a firm plan in place, you get too excited and end up doing stuff over and over again!” Good advice, folks. So where to for Troy now? Well, anyone that was at Summernats 34 would have no doubt seen his latest ‘toy’, a wild, blown big block HJ Holden sedan. Yes, it’s Pro-Street and yes it has a BK Race Engine too. Stay tuned for a feature soon…

Being somewhat of a perfectionist, Troy is nowhere near happy with the body and paint...

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THANKS TO: Bill – BK Race Engines. Mick & Chris – JT Performance. Josh – Trims by Shaun. My wife for the freedom to spend the necessary amount of time in the shed! And to those mates that shared some shed time or time away on road trips!

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TRIPLE TREAT

They say things come in threes. And that’s true with Troy Stanmore’s tough Mazda. It’s tubbed, has RX4 style and a peripheral-ported 20B for power!

Troy Stanmore 1976 Mazda RX4 Words / Pics - Paul Beck

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In the world of modified cars, there’s generally two types of owners. Those that build a car from the ground up, drive it a couple of times and then sell it to start a new project, and there’s guys like Troy, who puts his heart and soul into a car and then keeps changing it over a long period of ownership. When Troy started to build this unique Mazda wagon, he started with a basic, old-school 929 family grocery-getter. Troy had big plans for the wagon, which necessitated stripping it back

to its bare bones. In no time at all, Troy was staring at an empty body shell and a pile of parts that had been removed – some to refit at a later stage, and some that were in a special pile marked “never to be used again!” The work on the shell had on just begun however, with Troy taking to the sheet metal with paint stripper, taking off all of the old paint and primer, revealing a clean slate and giving him better idea of what he was dealing with in regards to sorting out the body and paint.

But let’s face it, you don’t have a lowly, factory-spec four-pot engine up front when you’ve built a tough, Pro-Street styled ride.

Not waiting to change too much on the Mazda’s exterior design, Troy added a ‘pointy-nose’ RX4 front end to update the view front on. It’s whilst admiring the new front, you notice that the inside headlights have been left out, replaced with air-vents to get some cold air into the engine bay. Down the back, the most obvious change comes from the very much widened rear wheel tubs – needed to fit the big 19x13-inch Simmons wearing impressive 355/30 rubber bands. On the front end, the wheels are 19x7-inches with 215/35 rubber. Wilwood discs and calipers handle the braking at each corner. With the body relieved of all its defects collected over the years, it was handed over to Darren Dark to lay on the straight red colour over the mostly Mazda-spec body.

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When Troy started to build this unique Mazda wagon, he started with a basic, old-school 929 family grocery-getter.

Inside, the mundane, granny-spec trim is by now, landfill – and the interior space is so much better now it’s gone. The front seats are now more stylish Recaro items that offer much more support than the factory seats ever could. With the seats firmly in place, the Mazda was sent to GT Trim to recover everything in a combination of black leather with contrasting red stitching. Other interior additions include a MOMO steering wheel, Pioneer/Kicker sound system and a Microtech dash that blocks the view of the factory dials, but offers Troy more vital information than he could probably ever need.

THANKS TO: Pac Performance for the engine. Darren Dark for the paint. GT Trim for the interior. Bankstown Sound for the stereo install.

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Now, when this 929 rolled from the factory floor, there would have been a four-banger providing enough power to keep any little old lady happy to get to the shops and possibly to church. But let’s face it, you don’t have a lowly, factory-spec four-pot engine up front when you’ve built a tough, pro-street styled ride. Over the years, Troy has had a number of different engine combos nestled in the engine bay – and none had four cylinders, or any cylinders to be precise! Yep, this 929 has more than just the looks of an RX4! Troy has had various versions of both turbo and aspirated engines over the years, with the most recent

being a peripheral ported 20B rotary.

Detailed like a show car in gloss black, the triple rotor package was built by Pac Performance and features an inlet manifold, custom air box assembly and a four-inch exhaust with AES mufflers.

Controlled by a Microtech computer, the engine is good for around 330hp, which is plenty when you consider the Mazda’s relatively light weight. Backing the engine is a strong Toyota Supra R154 gearbox with a twin-plate clutch and a billet adapter from Pac to mate it up to the 20B. Down on the Mazda’s reworked rear end, there’s a Ford nineinch diff in place to handle as much power as Troy can possibly throw at it.

Inside, the mundane, granny-spec trim is by now, landfill – and the interior space is so much better now it’s gone.

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Down the back, the most obvious change comes from the very much widened rear wheel tubs needed to fit the big 19x13-inch Simmons wearing impressive 355/30 rubber bands.

The fact that Troy has had this wagon on the road for so long, shows just how much he enjoys driving it, no matter what the engine package is in it at the time. So, what’s next for Troy and his beloved wagon? I’d be very surprised if there was ever a For Sale sign attached to it, but I wouldn’t be surprised to find another turbo rotary engine refitted into the engine bay at some stage. Time will tell, but with Troy’s track record with engines, I reckon it’s on the cards…

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KILLER PIC Photo by Grant Stephens

Pro-Street Legend Mark Drew

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Every day is a good day when you can cruise a blown Pro-Street car on the street! Summernats 34 City Cruise!

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e v i t a v o n n I Get with your g n i s i t r e v d A

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Paul Beck 0432 795336 paul@pscmag.com.au

PUBLISHING EDITOR Paul Beck paul@pscmag.com.au Phone 0432 795336

MAILING ADDRESS

PO Box 165 Oak Flats NSW 2529

WEBSITE

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VALUED CONTRIBUTORS

Lauren Jade @ Xposed Photography Chad Silvey @ Pics by Chaddo Leisa Bonnici @ Fordgal Images Jimmy Tee Photography Greg ‘Beach’ Ball Joe Crispin Jason Lowe Luke Hunter @ Hunter Media Charlie Sant @ Pro Flo Performance Gary Rosier - www.carsplaneslandscapes.com