Australian Mustang and Ford Magazine

New Driver

THE HOTTEST NEWFORD MAG IN OZ!

INSIDE: Subscribe for your chance to win a Hot Lap with Team FPR!

Sydney Dragway Opening Round, Motor Ex,

Mustang Nationals, Coyote Engine Launch,

QIK 429

Injected 347 XP

Mike Tabe Flies DRB!

Is This The Best '70 In Oz?

BADDELEY’S

Oct/Nov 2010 ISSUE #1

$8.95 inc GST

NZ $9.95 inc GST

2 Australian Mustang and Ford Magazine

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.

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.

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

50th Anniversary instrumentation˜

50th Anniversary XR6 Ute

50th Anniversary embossed seats˜

^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.

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

WINFORD MOTORSwww.winford.com.au

230 WINDSOR ROAD MC GRATHS HILL 1300 796 058

Falcon XR6 50th Anniversary sedan

www.ausmustangandford.com.au 3

FOR THE MAN WHO REALLY SWEATS IT OUT!

10857_BRU_Brut Double Strength_Pistons_AusMustang_FP_09-10.indd 1 16/09/10 4:36 PM

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 [email protected]

ASSOSCIATE EDITOR: Warren [email protected]

DESIGN: Avalanche Creativewww.avalanchecreative.com.au

PUBLISHER: Nathan [email protected]

DISTRIBUTED: Network ServicesPhone: 1300 131 169

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

COVER PHOTOChris Thorogood

NATIONAL AD MANAGER:Nathan Wellington (02) 4579 6772 [email protected] 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.

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.

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 with Rod Barrett. I am also thrilled to announce that through their support we are able to offer the opportunity for one lucky reader to win a hot lap in one of the FPR V8 Supercars. All you need to do is take up a subscription to go into the draw.

Speaking of late model muscle, I would also like to welcome and 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.

Cheers, Nathan

When a distinct gap in the market appeared early

this year, many customers and long term associates

were left wanting more...

The ultimate influence


IN THE SADDLENathan Wellington, Editor00

4

www.ausmustangandford.com.au 5WEB www.capa.com.au PHONE 08 8582 3499

07 FROM THE STABLE What’s new in the Mustang Stable

10 FORD FACTORY FILE FPV’s Miami Project unveiled

14 THE FPV FILES FPV Boss Rod Barrett – Get the inside story.

15 FORDS ON TRACK 2010 FPR Update

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

42 VEGAS BABYWhat happens in Vegas doesn’t always stay in Vegas.

50 THE CONTENDERThis DRB 540 punches well above its weight.

68 EURO STYLEJamie Clay has nailed his recipe for European Style blended with an Aussie Base.

94 MASTER STROKEThis stroked and injected XP is all steel, with plenty of appeal.

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

38 SYDNEY DRAGWAY New Name, New Season, Plenty of action.

MASSIVE! 4 PULL OUT FEATURE CARS Eleanor 67 Fastback Mustang‘70 Stuart HenleyIngected XP FalconEuro Styled XD Falcon

32 2010 M.O.C.A CONCOURSE

Stampede in Adelaide

59 MEET AT THE CREEKSydney All Ford Day musters 1150 cars

64 THE GREATEST SHOW ON EARTH

Well at least in Australia. MotorEx celebrates its 10th Birthday in style.

04 In The Saddle 93 Greatest American Hero74 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

SHOW SCENE

DRAG SCENE

POSTERS

REGULARS

FEATURE CARSNEWS

> 20> 15

> 14

> 10

> 07

> 72


Contents

> 15

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

76 PROJECT QIK 429The Extreme makeover begins.

20 AUTOBARN TOURING CAR MASTERS Blast with the Past

SPECIAL FEATURES

> 32> 38

> 76


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

2005 Ford GT (Mark IV Red Clearcoat) - 410kw (550hp)2006 Ford GT (Heritage Livery Package) - 410kw (550hp)

2005 Mustang GT with ‘Boy Racer’ Body Kit (Mineral Grey Metallic)

- 225kw(300hp)

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

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

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

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

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

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


THE STABLEStory: Craig Dean, Pics: Simon Adams/Redbolt00

8

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

The 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 DeanMustang Motorsport

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.

Welcome to ‘The Stable’

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

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

Events, Mustang owners Club

Concourse Sunday 24th October

@ Dandenong Showgrounds, on

Bennett Street, Dandenong, VIC


To 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 Australian-made 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 PROGRAMFPV 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

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.

SPECIFICATIONSFPV 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

FPV announces supercharged v8 engine program


FORD FACTORY FILEStory: AMFM, Pics: FPV01

0

SUPERCHARGED V8

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

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 • new 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

IGNITION SYSTEM• coil on plug• new iridium fine electrode tip spark

plugs

Bore: 92.2mmStroke: 92.7mmCon-rod Length: 150.7mmCompression ratio: 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

POWERTRAIN SYSTEM TECHNICAL SPECIFICATIONS

BASE ENGINE SYSTEM TECHNICAL SPECIFICATIONS

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

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

2010 FPV ENGINE PROGRAM

V2X ENGINE (GS)315 kW (DIN) @ 5750 RPM (422hp & 404lb/ft)

545 Nm (DIN) @ 2000 - 5500 RPM

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

570 Nm (DIN) @ 2200 - 5500 RPM


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

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Distributed exclusively in Australia byAutomotive Performance Distributors Pty Ltd

www.automotiveperformancedistributors.com.au

Phone (08) 8363 5566

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Part No GrindDuration @.050" Lobe

SeparationValve Lift 1.6 RPM

Range TypeInlet Exhaust Inlet Exhaust

5.0L WINDSOR444211 2020 208 216 112 530 530 1000–5000 HYD RLR444225 2031 214 220 112 513 (1.7) 529 (1.7) 1400–5400 HYD RLR444221 2030 216 220 112 533 544 1400–5400 HYD RLR444231 2040 220 220 110 498 498 1800–5800 HYD RLR449601 HR224 224 232 112 542 563 2400–6400 HYD RLR449761 HR232 232 244 112 563 595 2800–6800 HYD RLR449811 HR236 236 244 114 574 595 3000–7000 HYD RLR449581 HR244 244 256 110 595 595 3400–7000 HYD RLR

302–351 CLEVELAND520581 H192 192 204 114 461 493 1000–1400 HYD523901 H260 204 214 112 493 502 1200–4800 HYD523921 H266 210 218 112 508 510 1500–5000 HYD523941 H272 216 228 112 524 519 1800–5400 HYD523801 H278 222 234 114 539 534 2200–5800 HYD524421 H288 226 230 110 528 536 2400–6200 HYD524551 H292 230 234 114 536 545 2800–6600 HYD529541 HR216 216 224 112 562 586 1600–5600 HYD RLR529551 HR224 224 232 112 586 609 2000–6000 HYD RLR529801 HR228 228 232 112 597 609 2500–6500 HYD RLR529811 HR236 236 240 112 621 631 3000–7000 HYD RLR521141 F238 238 248 108 554 577 2800–6600 SOLID521211 F246 246 256 108 570 590 3200–7000 SOLID521321 F256 256 266 110 629 610 4000–7500 SOLID521421 F260 260 260 106 639 639 4200–7600 SOLID528511 SR238 238 246 112 606 626 2800–6800 SLD RLR528371 R246 246 256 108 560 585 3200–7200 SLD RLR528801 R252 252 262 108 727 727 3600–7600 SLD RLR528811 R262 262 272 108 727 727 4000–8000 SLD RLR

Part No GrindDuration @.050" Lobe

SeparationValve Lift 1.6 RPM

Range TypeInlet Exhaust Inlet Exhaust

289–302 WINDSOR363501 Z256 206 212 112 461 475 1200–5000 HYD363941 H272 216 228 112 484 512 1800–5400 HYD363511 Z268 218 224 112 490 504 1800–5600 HYD363801 H278 222 234 114 498 527 2200–5800 HYD363521 Z274 224 230 110 504 518 2200–6000 HYD364381 H288 226 226 108 488 488 2400–6000 HYD364551 H286 226 236 110 502 520 2600–6200 HYD364561 H296 236 240 110 520 526 3200–6800 SOLID363841 F278 238 248 114 512 533 2800–6600 SOLID364681 F280 244 252 108 553 572 3200–7000 SOLID361421 F260 260 260 106 591 591 4400–7800 SLD RLR368801 R252 252 258 108 672 672 3600–7400 SLD RLR368811 R258 258 262 108 672 672 3800–7600 SLD RLR

351 WINDSOR444232 2030 206 214 114 448 464 1400–5200 HYD443941 H272 216 228 112 484 512 1800–5400 HYD443511 Z268 218 224 112 490 504 1800–5600 HYD444551 H286 226 236 112 502 520 2800–6600 HYD 440161 H234 234 238 110 527 536 3200–6800 HYD449561 HR232 232 240 112 563 584 2600–6600 HYD RLR449571 HR244 244 256 112 595 595 3200–7000 HYD RLR441161 F238 238 238 108 512 512 2800–6600 SOLID441231 F248 248 258 108 533 555 3400–7200 SOLID441431 F260 260 264 106 591 601 4200–7600 SOLID448601 SR246 246 254 110 579 598 3400–7200 SLD RLR448821 R254 254 258 108 672 672 3800–7600 SLD RLR448861 R258 258 262 110 672 672 4000–7800 SLD RLR448851 R268 268 272 108 672 672 4800–8200 SLD RLR

www.cranecams.com.au

As used by James Courtney’s

Championship leading Ford



FV 1308 297x210-AMFM.indd 1 27/09/10 9:38 AM

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.

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

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 : 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

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.

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?

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

ROD BARRETT FPV G.M. INTERVIEW 30th AUG 2010.


Rod BarrettF.P.V GM

THE FPV FILESStory: AMFM, Pics: FPV01

4

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 – 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: 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 : 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


Fresh 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. >>>


THE S TORY SO FAR ….FPR 2010 …

FORDS ON TRACKStory & Pics: FPR01

6

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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

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

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

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

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

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 FALCONTwo-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



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Race Bred Performance

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

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

Reigning champ Gavin Bullas

Richards & Miedecke drag race off the line

Round 1 - Clipsal


Touring Champion MastersAUTOBARN TOURING CAR MASTERSStory: Live PR & Media, Images: Dirk Klynsmith02

0

Round 2 - Winton

The 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


Touring Champion Masters

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

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

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

Round 3 - Darwin

D2: Numero UnoD3: JB puzzled about Jim’s speedD4: Richard LeadsD5: Mustang VS MustangD6: Wheels Up TilleyD7: Group 2 was closer than ever!D8: Darwin was Jim’s playgroundD9: Ford 1-2-3D10: White LightningD11: D’oh it’s all over

The Field snakes around Hidden Valley



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AUSTRALIA’S FORD PERFORMANCE SPECIALISTS

The Driver

BADDS MUSTANGStory: Warren Day, Pics: Chris Thorogood 02

4

When you put the word ‘driver’ in a sentence with Aussie

golf pro Aaron Baddeley you’d normally be referring to

a golf club. In this case we’re talking about what could

possibly be Aaron’s new favourite driver.

The Driver

Badds the GolferIt 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.

Like 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

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 >>

Sexy Eleanor – looking

hot in red, it’s good to see

a wardrobe change for the

leading lady.

Ron reckons the engine

is stronger than

anticipated – never a

bad thing.

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


In front of family and friends, Ron presents Aaron with his new driver.

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

Black leather with a red belt,

the Eleanor is dressed to the nines.

The body kit was not a

simple bolt up operation.


was the conceptual thinking of Troy that suggested the continuation of the stripes under the boot and bonnet. With Ron’s nod Troy went ahead with them and they are a focal point of the paintwork.

Ron went Stateside to source a lot of the suspension and brake components. Almost all the original front end has been replaced with a Total Control Products coil over conversion kit that also incorporates a rack and pinion conversion. The latter in turn connects to a Flaming River billet steering column. A bump steer kit was also fitted allowing plenty of adjustment and you can’t miss the strut tower brace, also from the Total Control catalogue. Mid-ship there are subframe connectors while down the back the nine inch is still suspended on leaf springs but has supporting roles from a Maier Racing panhard rod and Caltrac traction bars. Ron reports “the rear is nice and tight and overall the car handles really well”.

Behind the 17” GT40 style wheels reside 13” slotted rotors and four spot callipers from the Stainless Steel Brake Company - almost a must

with 500 horsepower up front. Ron fitted a vacuum tank that lives in the boot, co-habiting with the battery and fire extinguisher. Ron made up his own handbrake system that incorporates its own calliper on each rear wheel that, through a pair of stainless steel pulleys, cables and adjuster, hooks up to the original handbrake lever.

Since moving to Australia some 26 years ago, Ron has become friends with Peter Orger at

Orger Engines so it’s only natural he took care of the grunt department. The 351 Cleveland now operates at a 6.0 litre capacity courtesy of a Scat crank and rods. Forged pistons fill the bores giving an unleaded friendly

compression ratio of 9.75:1. The aluminium AFD heads were given a tickle before being fitted with 2.15” and 1.65” valves and Crane roller rockers. The heads are held firm by an ARP stud kit. The Crane valve-train continues with a hydraulic roller cam boasting .609 thou lift and .294 thou duration. Induction functions are performed by a 750 cfm Demon carb atop a TFC manifold. Hooker headers >>

The boot remains practical,

there’s enough room for the esky!

The stripe work even extended to

the cage – it’s the little things...

“Ron reports “the rear is nice and tight

and overall the car handles really well”


A cool personal touch is the BADDS

badging.

brake package, you can see how this could be a very lively and fun car to drive.

The last member to be brought into the build fold was Rod the Trimmer who kept alive a lot of the traditional 60’s Mustang feel through his trim work. The standard style of the seats remain but have been upgraded with leather covering while door trims, carpet and hood-lining are standard black materials. The interior has been accentuated with stainless appointments such as the instrument panel, pedals,

scuff plates, shifter boot surround and vents.

Seeing as Aaron resides back in the States these days, unfortunately the ‘stang will be shipped there for him to enjoy but prior to this, Ron would like to participate in a show or two to see how it

would stack up against other Oz-built Mustangs. If you’re lucky enough, you might get the chance to see this awesome car in the flesh. Once at its final destination I am sure it will show those in America who see it what a few talented Aussies can do with one of their classics. And of course, we hope Aaron’s other driver helps him show them what great golfers we produce as well. AMFM

extract the burnt gases, sending it rearward through twin 2.5” pipes. While 500 horsepower could possibly be better served by a bigger carb and bigger exhaust, Ron and Peter opted for the smaller versions to improve driveability. Even considering the high lift cam, Ron says that even when you nail it at 1700rpm in fourth it pulls away hard, much stronger than originally anticipated. MSD plays a starring role in the spark and ignition department while a large alloy radiator and twin thermo fans keep the temp under control. On the subject of spark, Scott Green was the guy called in to take care of the electrical spaghetti. This was naturally hidden in the engine bay which also contributes to the clean look under the hood and his expertise ensures everything functions reliably.

Bolted to the back of the Clevo is an ex-Tickford Tremec five speed gearbox. This conversion required the smaller diameter Windsor clutch to be utilised which also assists in the engines ability to rev quickly and responsively. Final drive ratio in the nine inch is 3.90. All tolled; 500hp, five speed, 3.90 gears together with the impressive suspension and

Ron says that even when you nail it at 1700rpm in fourth it pulls away

hard, much stronger than originally anticipated.


Mr Ron Baddeley, ex-Mario Andretti Chief

Mechanic and now Mustang Mastermind.

I’ve gotta mention those stripes again.

How something so simple can be made

into something signiFicant.The stripe work by the Slammed Creations

guys is sensational. Oh, and 500hp is

pretty damn good too.

Period style GT40 rims give a nostalgia flavour to

the otherwise modern looking exterior.

OWNER: Aaron/Ron BaddeleyVEHICLE: Eleanor Styled 67 Fastback Mustang.ENGINE: 6.0 litre stroked ClevelandCRANK: ScatRODS: ScatPISTONS: ForgedHEADS: AFD AlloyVALVETRAIN: Crane hydraulic roller, Crane Roller rockers, 2.15” and 1.65” valvesMANIFOLD: TFC CARB/S: 750 DemonIGNITION: MSD electronic distributor, MSD 6AL-2 ampEXHAUST: Hooker headers, twin 2.5” system POWER: 500hpGEARBOX: Tremec 5 speedDIFF: 9”, 3.90:1 LSDBRAKES: Stainless Steel Brake Company 13” rotors with four spot calipersSUSPENSION: TCP independent A arm and coil over front end, Caltracs & panhard rod added to rear leaf springsCHASSIS: TCP chassis connectors, TRC shock tower braceSTEERING: Power assisted rack & pinion, Flaming River columnBODY/MODS: Eleanor body kit, functional scoops, rolled rear pan.PAINT: Torch Red with white stripesWHEELS & TYRES: 17” GT40 style rims, 275 & 245 SumitomoINTERIOR: Leather seats, custom console, custom gauge fascia, roll cage.TIME TO BUILD: Four yearsTHANKS TO: Luke & Troy Kinsmore (Slammed Creations) – paint and panel, Scott Green – electrics, Peter Orger – engine, Rod the Trimmer.


ALL THIS PLUS MORE! Subscribe to make sure you don’t miss out!

COMING UP INISSUE #2

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

ROUND 4 TCM

Engine Tech Package

‘CHALMERS TOUCH’

Blown and injected,

‘69 Sportsroof

Rudi Baker’s Mojo

Muscle Car MastersQIK 429

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

Body Beautiful

& Bullet Proof Rear

QIK 429 MUSTANG BUILDStory: AMFM/ Motortorial, Pics: AMFM07

6

AMAF-Issue1v4.indd 76 29/09/10 3:26 PM

It’s not very often we get the chance to witness the concept to creation

build of an elite level car. Unfortunately we don’t have the collective

audience to drive TV shows such as Rides or Overhaulin’ but through

the magazine medium we will bring you a blow by blow account of what it

takes to screw together a stunning piece of automotive art.

Body Beautiful

& Bullet Proof RearThe


First 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. >>>

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.

Plucked from obscurity from a little old

man in A laneway in America, this was the

basis for the QIK429 build.

Qik 429 Build, Edition 1.





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.

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. >>>

Rear parts and panels from Dynacorn,

Capital Classics and

Southern Mustang and Ford.





How would ya like to walk in to panel shop to check on

progress and be confronted with that! Yep, it’s a massive job.

Part two of Dodgey Bros

rear quarter replacement.

How not to replace a quarter

panel. Thankfully the guys from

St Marys Prestige have the skill

and equipment to do the job right.

Then 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. >>>

Skin Graft

Bolted to the Car-o-Liner chassis straightener, the body is stretched and

pulled back into shape.





The roof is ready for its new skin.

Be sure to choose a reputable

transporter for your project! The perfect vehicle for a complete

makeover!

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. >>>



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

makeover!



Custom made LED lights will give a new age feel to the rear and

with an orange indicator will be rego friendy too.

One of QIK429’s unique characteristics

is the rear eight light conversion,

almost complete at this stage.

Max at St Mary’s

Prestige bolting up

new door hinges for

Fitment

Starting to look like a car again, the rear quarters are

back in place as are the doors and guards.

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. >>>





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

The feature of the diff

is Moser’s new Wavetrac

diff centre.

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

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

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

The Diff in Differentials



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

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

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


SM0908_FP_Syd Comp Warehouse_new.indd 151 24/03/2009 10:36:30 AMAMF_HPV_SCW.indd 1 22/09/2010 9:37:15 AM


Old meets new. Dynacorns array of new parts and panels prior to being

acquainted with the old body they will rejuvenate.

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.

SyDNEy SODA BLASTINgU2, 2 Anvil Road, SEVEN HILLS NSW 2147Ph: (02) 9838 9788

ST MARyS PRESTIgE BODy REPAIRSKurrajong Ave (cnr Plasser Crs)ST MARYS NSW 2760Ph: (02) 9673 4500

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

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

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

TWISTERPh: (02) 4730 [email protected]

TSMThe Streetrod Manufacturing Co Incwww.tsmmfg.com

CUSTOM MUSTANgS AUSTRALIA16 Banjo Blvd, CARRUM DOWNS VIC 3201Ph: 0418 393 468

Dynacorn Dynasty

Sources

so stay tuned!!

Look out for the next

AMFM, where we’ll be

installing the Engine

into the Qik 429!


www.fordracingparts.com.au www.performancefrictionbrakes.com.au

Unit 3 11 Christensen Rd STAPYLTON QLD 4207

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

• Carbon Metallic brake pads quieter, stop quicker and last longer

• Superior thermal capacity floating disc rotors reduces vibration, eliminates noise, enhances rotor life

• 4 piston 4 pad monobloc calipers reduces caliper deflection

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

NEW Big BOSS 351 featured in

PROJECT QIK -429

Blocks Crate Engines

Cylinder Heads Manifolds

Camshafts Fuel Pumps

Water Pumps Pulley Sets

Valve Covers Ignition Leads

Looms/Dividers Air Cleaners

Breather Caps

Proud to be associated with

backed by 25yrs Ford knowledge and experience


so stay tuned!!


www.fordracingparts.com.au www.performancefrictionbrakes.com.au

Unit 3 11 Christensen Rd STAPYLTON QLD 4207

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

• Carbon Metallic brake pads quieter, stop quicker and last longer

• Superior thermal capacity floating disc rotors reduces vibration, eliminates noise, enhances rotor life

• 4 piston 4 pad monobloc calipers reduces caliper deflection

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

NEW Big BOSS 351 featured in

PROJECT QIK -429

Blocks Crate Engines

Cylinder Heads Manifolds

Camshafts Fuel Pumps

Water Pumps Pulley Sets

Valve Covers Ignition Leads

Looms/Dividers Air Cleaners

Breather Caps

Proud to be associated with

backed by 25yrs Ford knowledge and experience



PROUDLY

AUSTRALIAN

MADE


Please Mr Actor… Take The Long Way To The Shops!

If 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 [email protected] UNTIL NExT ISSUE FELLOW FILLY FREAKS!RUDI B

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?


GREATEST AMERICAN HEROESStory & Pics: Rudi Baker

93

PROUDLY

AUSTRALIAN

MADE


Master Stroke

ALL STEEL INJECTED XPStory: Racin’ Jason O’Halloran, Pics: Jason Maloney

94


Master Stroke

Careful planning, and precision construction

has made this xP sedan perfection on 4-wheels


10 Perfect panel work really shows off the limited

edition Rip Curl Breeze green metallic

If the badge Fits, wear it! Fordomatic

low and green, the xP oozes class

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

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.

They 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

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



Except for the rims, heads and leather trim, she’s all steel

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

10 Perfect panel work really shows off the limited

edition Rip Curl Breeze green metallic

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

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 >>>

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.

AUSSIE STeel!

The plate says it all

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.



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

The mild lowering job provides the xP

with a purposeful stance

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

Simon incorporates decades of automotive evolution in one very practical and powerful package

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



Twin column gauge pods hold Mustang Rally Pak tacho and clock

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

Simon incorporates decades of automotive evolution in one very practical and powerful package

>>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 rockers, Ford Motorsport polished rocker covers>>MANIFOLD: Custom DC&O injection manifold>>CARB/S: 8 individual DC&O throttle bodies, custom polished ram tubes, custom fuel rail>>IgNITION: MSD Pro Billet distributor, MSD coil, MSD 6AL spark box, MSD HT leads>>ExHAUST: Castle headers, mild steel 2.25-inch sports system, high flow mufflers, twin dump pipes at the rear>>gEARBOx: Ford C4 auto>>DIFF: Custom narrowed Ford 9-inch, 3.0 gears, LSD centre, 28-spline axles>>BRAkES: (F) 287mm vented Gavsport Supersport disc’s, PBR alloy sport callipers, Ferodo DS performance pads, Tilton dual master cylinder (R) Rebuilt Ford drums>>SUSPENSION: (F) Lowered king springs, Monroe gas sport shocks, 28mm aftermarket sway bar (R) Rebuilt, reset and lowered leaf springs, Monroe gas sport shocks

>>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 >>INTERIOR: Custom Ivory leather trimmed Ford Comet bucket seats, standard XP rear seat trimmed to match, new black carpet, new Ford star pattern hood lining, refinished dash, custom under dash air conditioning system, Mustang Rally Pak tacho and clock, uprated retractable seat belts, new rubber kitStereo: Right foot operated stroker V8 up front!>>TIME TO BUILD: 3 years>>THANkS TO: - Glen from Horsepower World (02) 6024 2697- Andrew from York Rd Automatics (02) 4732 3714- Kevin from Specialised Brake & Clutch (02) 9623 8070- Wayne from Extreme Exhaust & Automotive (02) 4732 2444- Owen from DC&O Injection 0408 266 576- Glen from Wheel Boyz 1300 367 273

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



Thoroughly Built

Thoroughbred

THE PAINTER’S RIDEWords & Pics: Motortorial10

0


Thoroughly Built

Thoroughbred Readers, I’ve got bad news for you. To fully appreciate the quality of the

paint on this car you’ve really gotta see it in the flesh. It’s impressive -

the sort of finish you’d find on an elite car. But this is no show pony.

When you know who the owner is, it’s not surprising really.


30,00 miles later and the

rebuilt 289 is still going strong.

The more you look,

the better the quality!

It’s no show pony, just a damn good street car.

A standard trim kit quickly spruced

up the interior.

Even the paint in the boot is damn good

Dave diced the original bench bucket in

favour of buckets and a console.

Still lookin’ good

after ten years and

30,000 miles.



From this distance, it looks like just another neat Mustang – looks are deceiving.

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

Back 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. >>>

A standard trim kit quickly spruced

up the interior.

Dave diced the original bench bucket in

favour of buckets and a console.



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

In 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

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!

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



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

Stealth stereo installation is achieved through glovebox mounting.

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

Engine: 289 WindsorCrank: StandardRods: StandardPistons: Standard specHeads: Tickled, ULP friendlyValvetrain: Standard with Performance Option CamManifold: EdelbrockCarb/s: HolleyIgnition: StandardExhaust: Standard headers – twin systemGearbox: C4 with shift kitDiff: 8 ¾Brakes: Front disc, rear drum,Suspension: Standard with gas shocksChassis: StandardBody/Mods: Rear exhaust cut-outsPaint: Springtime YellowWheels & Tyres: Dragway Deep Dish – 15x8 & 15x7Interior: Standard MustangStereo: CD player mounted in gloveboxTime to Build: 18 months



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.

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

DAkOTA DIALS!

The Latest and Greatest !

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106


The Latest and Greatest !

Quick Fuel CQ 750

Quick Fuel RQ 1050


Roller Bearing Spring Perch shown


JAMES MARTINXB FALCON 500 PLUS!

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.

ADAM RICHMOND 1966 GT COUPE

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.


READERS’ ROUNDUP

108

Primer Blocking Team


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 cylinders- once 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 C4- Cronulla 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!

• 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 diffBought 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.

• 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

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.

AN

THO

NY G

ALEA

1971 FORD

XY UTE

PAULL HEVENHEVN 67

GREIG CARROLLBLUE 70 MACH 1

MARK CHALMERSJOHN GOSS SPECIAL


Send us your pics!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 [email protected] 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 return your photos.


Mal Wood Automotive

P: (07) 4661 3548

F: (07) 4661 3562

W: www.malwoodauto.com.au

E: [email protected]

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.

FORDIf 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.

TREMECDespite 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.

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.

CLUTCHESThe 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/CONVERSIONSMal 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.


BUSINESS PROFILEMal Wood Automotive

110


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10 Hayward Rd, Ferntree Gully VIC 3156 Tel (03) 9753 5799www.mustangmotorsport.com.au

Mustang Motorsport is the Home of Mustang in Australia, and has been since 1990. We have Australia’s largest range of Mustangs in stock now – plus Spare Parts, Accessories, Merchandise and more.

Our quality is second to none, as proved by being appointed as Australia’s only Authorized Shelby Mod Shop, so if you want the very best, you can’t go past Mustang Motorsport.

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HM_MustangFord_Sept2010.indd 1 16/09/2010 4:14:28 PM

Period style GT40 rims give a nostalgia flavour to

the otherwise modern looking exterior.

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).

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 [email protected].


To subscribe, cut out the coupon below and post it to Australian Mustang and Ford, PO Box 3197, Freemans Reach, NSW 2756

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

Documents

Australian Mustang and Ford Magazine