Love it or hate it, the import scene and high power Japanese vehicles have had a huge impact on automotive development worldwide. Although the Germans and Japanese may have influenced development of the humble turbocharger, it was actually Oldsmobile which was the first to take the turbo plunge with production cars, way back in 1962. Since then technology has improved so much that though the principle remains the same, the actual mechanicals are now far removed from their humble beginnings.

Two turbos, 538 cubic inches, a warrant and a reg – is Reece Fish’s ’56 Chev NZ’s toughest street car? We certainly think so.

With the international success of supercharged V8s, the V8 scene has been slow to pick up and run with the turbocharger technology currently available. But over the last few years more and more people have cottoned on to the performance available from turbos and have made the change, often with very impressive results.

One of those people to have seen the light is Aucklander Reece Fish. For the last 15 years Reece has been building, modifying and racing his much-loved ’56 Chev Belair. He’s always had a passion for speed. Reece started out by riding dirt bikes as a kid, and has kept improving and increasing the ability of his machines ever since. During the ’06/’07 drag racing season, the then supercharged Chev ran a best quarter-mile time of 9.01 seconds at 152mph (244.6kph). A flat nine-second pass is an impressive time indeed, especially for a car that is street legal and street driven. Yet Reece wanted more.

To achieve the 9.01, the car was producing 670kW (900hp) at the wheels on C&M Performance’s rolling road dyno, but to succeed in his quest to own New Zealand’s fastest street car, that figure needed to be far greater. To achieve it the supercharger would be removed and two massive turbos fitted.

Man With A Plan

Carl Jensen from C&M performance is no slouch with a spanner, and is very handy on the EFI and turbo side of vehicle performance, so it was he who would oversee the Chev’s transformation.

With the 10/71 supercharger sold to another willing punter the 8816cc (538ci) engine was removed and dropped to Mike at Gearing Engines for a freshen-up. Mike’s built eight engines for Reece over the years, and was the only person Reece knew would be up to the job of building a block strong enough to reliably handle this much grunt.

Mike originally built the Dart Big M block with the supercharger in mind, so although tough as nails it required a few minor alterations to cope with the change of induction systems. To adjust the compression ratio, custom lower compression pistons were ordered, fitted with C&A rings and then fixed to the existing rods via custom pins. The tough chunks of metal now swing from a Crower crank, which also spins a custom-spec LSM camshaft. From there LSM offset and keyed lifters operated by Manton pushrods rock away inside the AFR357 CNC machined heads to let the good air in and the bad air out.

The Victory 1 titanium intake and Ferrea super alloy exhaust valves allow for super-high flow rates both in and out of the combustion chambers. The remainder of the valve train is equally top notch, with LSM valve springs, titanium retainers and a Jesel shaft rocker system all fitted. To keep things in the family, a Jesel belt drive has been fitted, as have a Billet Fabrications sump and a billet oil pump. Having 40 years of experience building race motors, Mike has included many tricks to ensure the powerplant would tolerate everything Reece could throw at it without it
self-destructing.

Richard Lays’ Ford F150 Lightning may not be everyone’s style of show car, but there’s no denying it stands out in a crowd.

When you mention the words ‘show car’ many different images can be conjured up. Some, like NZV8’s very own Ad guy, Ash, think of cars in better condition than when they rolled off the factory floor, but in the exact same mechanical spec. For others, like NZV8 contributing writer Ricki Wood, the term show car conjures up images of cars customised beyond recognition; the more modifications the better. Somewhere in-between these two and possibly a little left of centre is Richard Lay.

When Richard first purchased his 2004 Ford F150 Lightning, he never intended for it to become a show vehicle. Little did he know, the influence of his son was going to have a huge effect on the style of the vehicle. Perhaps Richard is a little obsessive compulsive, or perhaps he knows a good thing when he sees it. Either way, there is no denying that over the past two years, the F150 has been turned into a standout vehicle. What originally started as a simple audio install at Hastings’ Big Noise Car Audio kick-started the whole project.

“There is no point having wheels this size and not telling the world about it, so a set of diamond-encrusted badges let the public know what size the wheels are”

As Wiremu at Big Noise imports and distributes Chassistech airbag suspension products, Richard was promptly talked into a full set-up. Not wanting to destroy the ride quality of the near-new truck, the suspension was kept relatively simple. Chassistech airbags are fitted in each corner and run 0.375-inch lines and valves for slow, but controllable, ride height changes. Supplying the air is the task of twin compressors that have been hooked up to twin tanks mounted below the vehicle. Instead of taking the easy option and running plastic push lock lines, Richard opted to run with metal braid, both for looks and to ensure the system is completely airtight.

To maintain ride quality, Bilstein shocks have been fitted both fore and aft. Usually, air suspension gear is tucked up below the vehicle out of sight, but with a bit of Kiwi ingenuity, it has been hooked up to an air ram, so the whole lot drops down to become visible. If you’re thinking that airbag suspension should have made the vehicle lower than you see here, then you obviously haven’t taken into account the size of the wheels the F150 is rolling on. Measuring 24-inches tall and 10-inches wide, you can bet the rims come with a price tag equally as large. The rubber that is wrapped around the enormous rollers is also top shelf; Pirelli P-Zero at a size of 315/40R24. There is no point having wheels this size and not telling the world about it, so a set of diamond-encrusted badges let the public know just how big thay are.

Before Richard started getting carried away, the main reason for the trip to Big Noise was not suspension, but audio, which has now become the focus point of the vehicle. Richard’s son, Richard Junior, who has one of the highest ranking import show vehicles in the country, was the encouraging force behind what started out as a small audio install. Two years on, the truck has had more gear chucked at it than most movie theatres. These days, the set-up starts with an Alpine multimedia touch-screen headunit that sends output to three amplifiers. One of these amplifiers is the largest car audio amp produced in the world: a JBL GTi6000, weighing a massive 85kg. This huge amplifier outputs 7500W rms and easily powers the rear half of the truck.

The current install includes six 15-inch JBL GTi subwoofers that sit in a large one-inch thick Perspex box. When driving, a hard deck lid covers the entire tray, but with the flick of a switch, four air rams lift the entire cover to reveal no less than ten 6×9-inch speakers. These are mounted five-per-side in custom carbon fibre enclosures. At the front of the tray is a TV screen that most people would be proud to have in their lounge, let alone in the back of a vehicle; a whole 32-inches of flat screen. Unless you’ve seen the truck on display, it’s hard to imagine the amount of noise this set-up produces. Not only is it amazingly loud, but it’s also clear — the perfect thing to have at the beach during summer!
Understandably, the car is still driven and quite regularly completes trips from Napier to Auckland and back, so the audio system extends into the cab.

“To finish off the stunning two-tone look, Richard found a set of genuine Californian police car lights on American auction site Ebay”

Shane from Carbon Kustoms was the man responsible for creating a custom carbon fibre centre console that has been fitted with a further two JBL 6×9 speakers. Mounted to the top of the superbly-finished carbon fibre work is a JBL 10-inch subwoofer. Each door has also been fitted with a carbon fibre door skin and a JBL audio logo has been molded in to each side. Carbon Kustoms were also responsible for constructing a full carbon fibre dashboard. To finish off the interior look, Richard has added billet air conditioning knobs, pedals and a flame shaped rear vision mirror.

Rather than leaving the interior trim standard, Richard had the seats recovered in white and black leather. What really sets the seats apart is the small piping that has been stitched in. The piping is actually a tiny tube of light that glows blue when switched on. A similar effect has been added to the edges of the tray-mounted audio install. From the factory, this generation F150 is a good looking truck, and the Lightning model is probably the pick of the bunch. However, that didn’t stop Richard adding his own touches.

Originally, the front was air brushed with red and orange flames. But, as the car started becoming more competitive in the Auto Salon Show Series, he knew the flames just didn’t cut it. AJ from Whenuapai Auto Refinish (WAR) did a superb job of painting Richard Junior’s Honda Civic, so was given the task of coating the F150 too. What started out as a simple two-tone job ended up with two custom colours and a marble-like breaker in the centre. The top has been dubbed WAR Cherry Cola. It is a black base with crystal cherry pearl. The bottom is white with crystal silver pearl.

To finish off the stunning two-tone look, Richard found a set of genuine Californian police car lights on American auction site Ebay. Originally, these were to stay on just for one show. But, when fitted, they looked so good that it seemed like a shame to remove them. Completing the visual package is a set of aftermarket headlights, tail lights and a billet-style grill that Richard picked up when in the States. Although mechanicaly it is in standard trim, you can bet the truck is quicker than our New Zealand Ford and Holden police cars. Having been blessed with an Eaton supercharged 5.4-litre V8 from the factory, the truck produces around 380hp. This is enough to propel it down the quarter mile in a respectable 13.8-seconds. Of course, this is in standard trim, without the added weight of the audio gear. To help the truck carry the extra weight, a K&N filter has been added, as has a custom three-inch exhaust, which exits in twin tips to the side of the vehicle.

With the current set-up, the vehicle has risen to the top of the Auto Salon show series points table. It is currently ranked third, while Richard Junior’s car is ranked first. November 25 and 26 will see the final event of the year, at which time, all going to plan, the truck will not only come second at the event, but also rise to second in the series. Don’t go thinking that just because it’s doing remarkably well in the show scene that it’s a trailer queen though. Guess which car is used to tow the Civic to events? Yep, the truck is fully-functional and, come the end of the year, will be back in daily use. Now that’s my version of a show car; one that cleans up on display and then cleans up on the streets. How about we see the Mustang do that, Ash?

2004 Ford F150 SVT Lightning

Engine: 5.4L supercharged V8, K&N filter, Eaton supercharger, three-inch exhaust, twin mufflers
Driveline: Stock four-speed auto
Suspension: Chassistech airbags, 0.375-inch lines, twin tanks, twin compressors and Bilstein shocks
Brakes: Stock
Wheels/tyres: 24×10-inch Esinem rims, Pirelli P-Zero 315/40R24 tyres
Exterior: Custom two-tone, genuine California police lights, aftermarket headlights, aftermarket grill and tinted windows
Interior: Re-trimmed seats, neon stitching, carbon fibre centre consol, air pressure gauges, carbon fibre dash, carbon fibre door cards, Alpine multimedia headunit, JBL GTi6000 amp, JBL GTi 15-inch subs x6, JBL limited edition 6×9-inch speakers x10, JBL 300.4 amp x 2
Performance: 380hp (stock) 13.8-second quarter-mile

Driver Profile: Richard Lay Senior

Age: Old enough
Occupation: Sales manager
Previously owned cars: Way to many
Dream car: Mercedes SLR McLaren in gloss black
Why the F150? I wanted to be different to everyone else
Build time: One year
Length of ownership: Two years
Richard thanks: My Son for encouraging me to keep going, AJ at Whenuapai Auto Refinish (09 416 7291), Tony at Slammed Kustoms (021 443 029), www.bignoise.co.nz, JBL Car Audio, Alpine Car Audio and Dean at Sign It Up (06 835 0896)

VK SS Group A¦  Well-Oiled Machine.

The VH was a huge success for HDT, with the SS Group 3 being the most popular beast on the programme. People in our neighboring Ozland aren’t completely stupid,  they nearly all went for the model with the most mumbo. None of those ‘pansy about’ 4.2-litre Group 1 or Group 2s. HDT only sold limited numbers of these. Nah, people wanted the 5.0-litre beast, the model with all the boxes ticked. Many of the later VH Group 3s were specced up with luxury items such as sunroofs and the loudest stereos of the time, proving Ozzies liked extra fruit with their performance.

“Holden had to lose 45cc of capacity to make the V8 come under the 5.0-litre threshold”

The run for the VH came to an end in the latter stages of ’83 and about this time Brock and the crew were involved in a number of other projects. Holden still had a number of the dear old WB Statesmans − both De Villes and Caprices − sitting around. The Holden brass came to Brock and asked what he could do to these remaining land yachts to move them on. Brock developed a killer beast with improved power and handling. HDT built about 250 of them, including a couple of utes. The other rocket of the time was based on the European Opel Monza. It looked just like a two-door Commodore Hatch.

Brock peeled the sad six cylinder out and shoe-horned in the lovely 5.0-litre V8. It could have been the giant slayer of its time, but alas the Holden Gods never approved it. HDT even built a six-cylinder early model VK in association with Motor Magazine. Austech, HDT’s research and development arm, built the car and Motor Mag documented its development, but the crew never fell in love with the vehicle. We all know why, it was a bloody six, two cylinders were missing off the engine and the soundtrack was all wrong. But there could be no doubt, HDT was a well-oiled machine and was pumping out the cars that both the Ozzies and the Kiwis wanted. Oh my God, we have something in common with Australians; we’re all a bunch of petrol heads.

Bring on the VK

The VK came out in early 1984. Holden had decided to drop the SS name from their lineup, so HDT leapt upon it and the SS became an HDT product. Holden requested of Brock and the HDT crew that they didn’t bring out the SS and the subsequent SS HDT cars until into the second half of ’84. The company didn’t want the release of its new model to be overshadowed by Brock’s beastie version. Did that stop the boys releasing something? No.

First out of the blocks was the LM 5000. This model was so named to commemorate Brock’s assault on Le Mans in a Bob Jane T Marts-sponsored Porsche. It was basically a carry over model from the VH, using a similar engine and a few body kit additions like wind splitters and a fly-through rear spoiler. Instead of the red of the VHs, the VKs were to appear in two colours: Alpine White and Asteroid Silver. At the same time, the Australian Dealer Packs were being put on to any model of VK the customer so desired, the base SL, the Berlina or the Calais.

The official release of the VK SS and the VK SS Group 3 happened in September 1984. Because HDT was now producing the SS, the company decided to use it as the name for the base-model HDT car. The SS was available with only minimal enhancements and once again the Oz and Kiwi public went for the monster version, the VK SS Group 3. HDT decided to drop the Group 1 and Group 2s from the range because of the huge success of the VH Group 3 These Group 3 cars were available in White and Silver. An SS would set the buyer back $18,500, while the SS Group 3 cost $24,950. The extra dollars put the body kit on: front air dam, letterbox grille, rear deck spoiler, side skirts and a rear skirt. Options for the body were the wind splitters and the rear facing bonnet scoop.

“The cars were not all built in time for the governing body to let the car, with all its new engine modifications, to run at Bathurst in 1985”

The splitters were not a hugely sought-after option so few cars had them. The design of the bodywork was done by Leo Pruneau’s successor, Phil Zmood. The letterbox grille he created was designed for better airflow, and it turned out to be an improvement upon the three-bar grille VKs originally came out with. The interior got new Scheel seats, the full-spec Berlina dashboard and an upgraded stereo. The engine was the beast out of the VH, with Perfectune big valve heads, HDT modified inlet manifold, extractors and cold air intake. This engine put out 177kW and it kept the punters very happy. HDT also slipped in a M21 four-speed gearbox and a 3.08:1 limited slip diff.

A couple of new options for the VK had appeared. The new HDT Aero wheel came out with the VK. This wheel was a result of Brock visiting the USA to go to the Detroit Grand Prix. Peter and John Harvey were walking through the carpark and came across a Corvette fitted with these very intricate wheels. They caught Brock’s eyes immediately. Photos were taken, and upon their return to Oz the photos and specs were given to the Holden boys, who produced the HDT Aero wheels you see on this Blue Meanie. The tooling costs to produce the wheel were high, but that was the wheel that Brock wanted: something special to call HDT’s own. The other new option was the Borg Warner T5 five-speed gearbox.

This too was a result of the Detroit Grand Prix visit. While Brock was in the GM corporate suite, he got chatting with one of Borg Warner’s top dogs. He told Brock he had something he might be interested in and gave Brock a card. The next day Brock called him up and, after a bit of a chat, Brock and HDT became the Australian agents for the T5 gearbox.  HDT received a batch of six boxes and went to work getting them set up for HDT applications. There were the usual concerns over how good the box was and Peter again had to personally guarantee that they would be fine. The gearbox worked out so well that Holden itself took over the agency. Brock got a bit of a score out of them, too, as he sold Holden the first batch of 50. The SS Group 3 was a very popular and very collectable machine.

VK SS Group A

HDT did make an SL Group A car, but felt the name was wasted on it. It was made in a very limited run of just 50 cars, so the name was used again to denote the 500 cars to be built for homologation purposes. Enter the VK SS Group A. These started to be built in early 1985 to get them ready for Bathurst in October. Brock and Holden wanted to get VKs into the European class system of racing. In order to fit into the class they wanted, Holden had to lose at least 45cc of capacity to make the V8 come under the 5.0-litre threshold. This was achieved by machining the crank down to reduce the stroke of the piston. What resulted was a 4987cc or 304cui engine instead of the 5044cc or 308cui block Holden had always used.

This engine became the standard from here on out and was fitted to most Holden products. In machining the crank the engine, compression fell slightly, but HDT more than made up for it. Big valve heads were still used, but they now had an HDT-specified cam made by Crane Cams, and Crane Cam Roller Rockers. They even had a dual row timing chain. The red engine block was stronger around the rear main bearing. It also got a specially cast inlet manifold, a lightened flywheel and extractors designed by HM Headers. The HDT Group 3 was putting out 177kW, and this new, smaller-capacity engine installed in the Group A was now pumping out 196kW.

Now that was a cooking car, though only 48 of these were ever built.

This was a more Spartan car than the Group 3, with less stereo gear, but still sporting those body hugging Scheel seats. It came in one colour, and one colour only: Formula Blue.
The 500 cars were not all built in time for the governing body to allow the car, with its new engine modifications, to run at Bathurst in 1985. The 304cui engine capacity was okayed, but it had to run with the small valve heads. Brock and John Harvey were later able to look back and laugh: the cars they drove to and from Bathurst in ’85 were more powerful than the cars they drove in the race itself.

Somehow 502, not 500, of these cars were eventually built. Later, a crossover car called the Group A/Group 3 was built using the Group 3’s body and the Group  A engine. Now that was a cooking car, though only 48 of these were ever built. There was one other series of VKs built. Brock put out a range of cars called Directors. These were based on the Calais model but had all of the HDT gear in them. Buyers could choose from an ever-expanding list of options to create a car specifically for themselves. Some of these were absolute sleepers, looking like a standard VK but going like a scolded cat. Absolute luxury beasts were built with engines fast enough to keep up and get past the Europeans or, indeed, anybody silly enough to challenge them at the stoplight drags. The VKs gave HDT plenty of proud moments and found their way into lots of Ozzie and Kiwi garages. Again, well done to the late Peter Brock and the team at HDT.

Blue Meanie

When I saw Matt Locke’s immaculate VK SS Group A for the first time, I was struck as to just how ‘mean’ this car looked. It really is a Blue Meanie. That great big front air dam, all the way through to the flat rear spoiler; this thing just looked so purposeful. Matt even had the wicked HDT Aero wheels on it. I’ve seen a few HDT cars with non-original wheels, and as I talked to Matt I discovered that his car usually runs around on a set of Simmons 18 x 8-inch rims. Maybe all those other guys have their sets of original wheels stashed in their garages too.

When Matt and I got talking about the car, I asked him how come a young guy like him wanted a VK. It turns out that this is his dream car. For him, the VK was the best shape. No, there’s got to be more to it than that. There is. Matt has been brought up on a steady diet of motor racing, especially Oz V8s, by his Dad. Out of the last 20 Bathurst races, Dad has possibly only missed two or three. And I don’t mean missed them as in ‘missed the TV broadcast’. Nope, this man flies over to watch it at Bathurst. Every year. Of course, he is a Holden man through and through, and he has passed that onto his sons. The Ed caught up with Matt’s VK at the Brock Cruise a few weeks ago, but Matt wasn’t at the wheel. Matt was in Oz at the time of the Cruise, and he got a phone call from his Dad informing him that his car would be doing the Cruise without him.

Matt took me out for a ride in the beast; the sun was shining, the birds singing. Until he started the car up, that is. What a mean rumble; that Crane cam gives the exhaust a wicked note. Oh sweet heaven. I got into the passenger side and soaked up the interior, which is still in excellent condition. Those Scheel seats are very comfortable, and they do hold you in. And there it was, right in front of the passenger seat − I was sitting in the 27th car built out of the 500, and up above me on the sun visor was Brock’s signature and build number. We burbled out of the drive and down the street, not wanting to alert the entire neighbourhood to our presence. Of course, remaining unnoticed in this car would be like walking naked down Queen St expecting no one to notice. Everbody turned to look as we drove by. We got out into the country roads and Matt opened the VK up.

That gorgeous rumble turned into a vicious snarl and we were flying. As we came up behind other traffic, Matt just dropped a gear and nailed it past them with effortless power.

That gorgeous rumble turned into a vicious snarl and we were flying. As we came up behind other traffic, Matt just dropped a gear and nailed it past them with effortless power. What a machine. We reached the end of our country road and Matt pulled over and said, “You can drive it home.” I leapt into the drivers’ seat and soaked it all up. Snick into first and we’re off. This child had the urge under my right foot. I love the positive action of the M21 gearbox and the way Brock and the HDT crew set the handling up. It just sits flat through the corners, and as I fed the power on out of the corners it just takes off. Once again, as I drove the car I admired the Scheel seats and how they held me in place as we shuffled through the corners. Matt has kept this car immaculate, and it still feels like new. Any drive in this thing is too short, and I could have happily driven it for hours. A big cheers to Matt, and to the late Peter Brock and the HDT crew. What a beautifully sorted machine.

Holden VK SS Group A

Engine: Red Block 304cui V8 or 4987cc engine, big valve heads, HDT modified pushrods, HDT specified Crane Cam, Crane Cam roller rockers, Quadrajet carburettor, port-matched inlet manifold, HDT cold air induction, HM extractors, 2-inch exhaust system, drive train: M21 4-speed gearbox, 3.08 LSD diff.
Suspension: Lowered heavy duty springs with Bilstein shocks in all 4 corners, revised suspension geometry. Thicker sway bars front and rear.
Wheels and Tyres: HDT Aero wheels 16×7-inch wearing Uniroyal Rallye RTT-2 225/50 ZR16s all round. The other set are Simmons 18 x 8-inch FR-18s wearing Bridgestone SO-2 235/40/18s.
Performance: 196kW at 5200rpm, 418Nm of torque at 3600rpm, Top speed 215kph, 0-100kph in 7 seconds, 15.0-second quarter mile

Driver Profile: Matt Locke

Age: Only bloody 25.
Occupation: Fuel tanker driver.
Previous rides: Corolla GT, RS Legacy, Honda Integra, Mitsi EVO IV, currently drives an HSV Commodore Senator.
Dream Car: This one.
Length of ownership: Four years. Yep, he got it when he was 21.
People to thank: Exclusive Panel and Paint, Andre at Speedtech Motorsport and Melaina, Matt’s girlfriend who talked him out of selling the car.

Does the thought of tackling a major project scare you senseless?   Where do you start? What order are things done in? Whether you’re renovating or building a house, boat, or car, the project requires careful planning. There’s always a critical path (ie a number of elements to the project that must be completed at defined stages) and there will more than likely be linked dependencies.

“It’s no good having something in the garage if you’re too scared to take it out and use it.”

Project management is an art form, and there are people in all sorts of industries who make good coin providing their project management services. There are also those who enjoy the personal challenge of setting that thing many consider to be nasty and unnecessary¦ Yep, the dreaded deadline. There are certain folk that avoid deadlines like the plague. Not Tony Palmer though.  Meet He’s got a background as a chippie, so he knows how to approach mammoth tasks, but this one wasn’t with wood.

Show Pony or Go Pony

Tony and Lorraine Palmer of Hamilton have been on the Mustang scene for many years, and they’ll be no strangers to many around the traps. Owning a concourse condition ’69 Mach One and a mint ’69 Sportsroof, Tony and Lorraine did the show circuit for 10 years. Towards the end of the show pony part of their lives, they wondered what they were doing trailering their cars to venues instead of driving them; they wanted to use their cars, to have a bit more fun. They decided they’d had enough. “It’s no good having something in the garage if you’re too scared to take it out and use it”.

Tony wanted something else, and in the back of his mind he knew exactly what that was. “I’ve always liked V8s and Mustangs,” he says, “And we used to go to Pukekohe and Baypark to watch the big banger saloons − people like Paul Fahey, Jim Richards, John Riley and Red Dawson − battle it out, which is I think where the love of Mustangs was born. I’m a Ford man at heart, although I like all muscle cars. My first V8 was an XW Fairmont; I couldn’t afford a GT.” Tony eventually got to own the car he had been lusting after, and joined the Waikato Mustang club, an organization to which he has belonged for many years, several of those serving as the Grande Poo Bah.

Visualising the finished product

Tony wanted something that was going to drive, have the creature comforts of a brand-spanker and look good. When he put out his feelers, Wayne Lack had imported a body shell he had to have; it was clean, straight and rust free. Tony bought it and started building a 2007 version of a ’65 Mustang.  The resto-mod style is one which has crept into favour over the past five or so years, and that’s just what Tony’s created: a restored yet modern hot rod. “I wanted the old car look with new car performance and supposed reliability, although it hasn’t worked out that way yet,” he laughs. “At present, the transmission is giving us a few hassles, but apart from that it’s been pretty good. It’s just that Tony is an impatient perfectionist,’’ Lorraine adds.

Project underway

With the bodywork all underway, the front suspension came under scrutiny, with Aussie-based company Revelation Racing Supplies getting the nod for componentry. As any early Mustang was built using whatever leftovers were in the Falcon parts bin, the stage two front struts with PBR disc brakes were a bolt in, and the power rack and pinion steering similarly presented few problems, and Tony is effusive in his praise for the quality of the kits. An RRS kit was also used in the rear, along with de-arched leaf springs and gas shocks. Boyd Coddington Smoothies were chosen to add the required bling.

Fitted with a posi head and cruisey 3.0 gears the Mustang’s engine happily rumbles away in a fuel conserving rev range

The fronts measure 17 x 7 inches, with the rears an inch wider. Tony considered bigger rims, but felt they looked too big for his tastes. Toyo tires were added to provide traction action, and Tony is very pleased with the handling of the car. Differential duties are handled by the 9-inch diff’s slightly smaller brother, the 8-inch. Fitted with a posi head and cruisey 3.0 gears, it keeps the Mustang’s engine happily rumbling away in a fuel conserving rev range. The AOD four speed auto, although proving somewhat cantankerous at the moment, will no doubt aid the fuel frugality of the combination.

The engine itself is largely as Ford designed it, but a ’95 Cobra 5.0-litre Windsor is a pretty stout piece from the factory, and this one features GT40 heads, and Ford’s electronic fuel injection. The spark also comes courtesy of Ford, and wiring all this electronic wizardry up to the ’65 Mustang was where Tony and Lorraine ran into their most frustrating time with the project. “I was a bit naive. Lots of people said it was easy but it didn’t work out that way, particularly getting the electronics to work. We spent a lot of time and money trying to marry it all up, had several people lead us up the garden path, but eventually we got it sorted and it runs just like a new Mustang should,” shrugs Tony. It also sounds the way all new Mustangs should.

The exhaust features 2.5-inch dual pipes, a balance tube and, in classic circuit racing style, exits just behind the doors through the side skirts. This car also displays the roundy-round influence in its E-one body kit, the side skirts that blend into those subtle flares, and that formidable front air dam. It all works visual magic, and you can just imagine the little red rocket blasting through a tight left-hander, leading a gaggle of Central Muscle Cars through.

The hood scoop also adds to the look, and like other parts of the car, it was the second one tried. There was another body kit ordered after this one, Tony’s first choice got lost in transit. It was no sooner fitted when option number one turned up, so off came number two. “I’m not scared to do things twice,” says Tony. “I’m very particular, and if it’s not how you want it you won’t be happy with it, so get it right”.

Scope creep

Even though Tony really got stuck into the project, as things progressed he decided he wanted enhanced or additional features. “We kept changing things, like adding the electric seats. I wanted air-conditioning, electric windows and halogen lights; I wanted a refined and civilized ’65 Mustang. “We had a 12-month target and it took 22 months.
My son Dayne helped me out immensely, I would have struggled without him”. Dayne is a tool maker and a muscle car man (with a relatively full garage, we understand), and he gave dad plenty of assistance through the rebuild.

Creature Comforts

Of course, looking like a race car is fine from the outside, but a trip of any length would quickly become tedious if the only interior accoutrements were two bucket seats and a couple of full-harness seatbelts. Since Tony and Lorraine always intended to put a lot of miles on the car, comfort was on the agenda from day one. The electrically adjustable leather seats are out of a late model Mustang (naturally), there are electric windows, air-conditioning, central locking and, to make sure Tony and Lorraine hold onto the car for as long as possible, it’s alarmed.

Would he do anything else to his new resto-mod? Not really; Tony’s happy with his completed project. He and Lorraine have put 1,000 miles on the clock, and the teething problems are nearly sorted, but it’s hard to keep an organized man down, so watch out for Tony and Lorraine cruising Hamilton in search of their next project. Tony’s visualizing it already. Obviously it’ll be another Mustang, but from a little later in the decade.
Anybody got a ‘69 Fastback that needs a good home?

1965 Ford Mustang

Paint: Mandarin Mica Met with Royal Blue Pearl and Lustre stripes
Chassis/mods: RRS Rack & Pionion Power Steer Revelation Racing Supplies Kit
Suspension: Front Front: RRS phase 2 struts with Koni shocks & PBR discs
Rear Rear: RRS discs, lowered leaf springs and gas shocks
Wheels: Body Coddington Smoothie 2s
Front    Front: 17 x 7
Rear    Back: 17 x 8
Tyres: Toyo Proxes 4s
Front    215 x 17 x 45
Rear    235 x 17 x 45
Engine: 1995 Ford Mustang Cobra 5.0l Windsor, GT 40 heads, Cobra Rods pistons Ford electronic ignition, electronic fuel injection 2.5-inch twin with H pipe Flowmaster mufflers exiting through side skirts
Trans: Converter/clutch Ford ’95 Ford Mustang AOD four speed, Ford 8-inch dif
Interior: Haneline 6 gauge brushed alloy panel Ineria belts, high back seats, fire extinguisher 96 Mustang front seats, electric leather with custom inserts, electric and tinted windows

Driver Profile: Tony Palmer

Age: Baby Boomer
Occupation: Builder
Build time: 22 months
Length of ownership: Two years
Thanks: Wayne Lack, Dayne and Vicki, Mike Mahoney, AJS Auto Electrical (Aaron), Flaming   Body shop (Warren), ProFlo (Tony), Automint (Andrew), Cambridge Trans, Tire & Tune,  Performance & Tuning, Rocket (Daniel)

Roger Lang’s 1970 Plymouth GTX 440+6 is one of the country’s top Mopars. We show you why.

Restoring a car is similar to getting home in Auckland traffic or listening to your wife talk about her day at the garden show. It always takes longer than you think. My general rule when working on a project is to take the time and money you think you will need to complete your dream machine and then double it. But hey, if you didn’t have your trusty project, what would you do with all that free time?

“Roger took a quick peak underneath to be greeted by a sight that would have most Mopar-heads grinning in delight: a 1970 Plymouth GTX 440”

Even though Roger Lang had previously built a ‘69 Dodge Charger and a ‘70 Plymouth Roadrunner over the last few years, he says that he still underestimated the time and money it would take to complete his brand new project — this 1970 Plymouth GTX 440+6. As you may have guessed looking at the cars listed, Roger is a bit of a Mopar nut. After building and then selling his two previous examples, Roger had a chance encounter while visiting friend, Lau Hunter. Spotting a car-shaped pile of rags in the corner of the workshop, Roger took a quick peak underneath to be greeted by a sight that would have most Mopar-heads grinning in delight: a 1970 Plymouth GTX 440. Admittedly, she was a little on the rough side; sitting on blocks and housing more insects than the Amazon rainforest.

After a quick bartering session, the car was soon in Roger’s very eager hands, but, due to the length of time that the car had been sitting in silence, the brakes, carbs and engine were a little on the decrepit side. So, out came the trailer and the poor old girl was soon on her way home.

Although Roger’s previous restoration projects had been very successful, he decided that this particular beast was going to be something special. Something that would amaze anyone who laid eyes on it, which, of course, meant something that would consume his very soul for the next three years straight. After all, Roger did a background check and this was a special car with an amazing history, and one of only two genuine 1970 GTXs in the country. As it turns out, Roger knows four out of the five previous owners of this car. After a bit of snooping, he managed to contact the car’s original owner in Las Vegas, who almost choked when he found out his car was still alive and kicking in little old New Zealand.

Further to this, after asking around, Roger has heard many stories of wild times during the ’70s and ’80s involving police chases, burnouts through town and the odd slide down a motorway embankment — real Dukes of Hazzard stuff!

Roger was soon in the garage ripping the car to pieces and making the hard decisions on what parts could be salvaged, and what could be saved. In regard to the interior, the door panels, dash and many other pieces just needed a clean, but the rest of the upholstery was just a mess — as you would expect for a car in its mid-30s. It was around this time that Rodney Holland, of Rodney’s Restorations, came onboard. A relatively low-key player in the restoration scene, Rodney runs his business relying purely on word of mouth. As far as I’m aware, he’s never short of work, so I guess the word must be pretty good.

First on the list of to-dos was exterior aesthetics. When Roger removed the wiper-scored windscreen to replace it with a fresh item, he discovered a patch of ‘In-Violet’ factory paint that looked like it had just left the spray gun. Commonly, and incorrectly, referred to as ‘Plum Crazy’, the original Plymouth purple paint scheme is one of its better-known GTX hues, so Roger decided that this was by far the best route to go down when mixing up the new paints. Fortunately, the then head-honcho of PPG New Zealand was able to colour match the new paint off that small area under the dash to make sure that it was exactly right.

The Plymouth was then taken to Doug Green of Kiwi Metal Polishers who dip-stripped the car, taking it back to a bare metal shell

The Plymouth was then taken to Doug Green of Kiwi Metal Polishers who dip-stripped the car, taking it back to a bare metal shell. From there, Mclaren racecar restorer and all-round metal-finishing guru, Mike Roberts, with help from Rodney and Roger, removed even the most minuscule of imperfections, resulting in a perfectly sleek, sultry body.
So, after getting his hands on the car back in 1999, it wasn’t until Queen’s Birthday Weekend 2001 that the body went in to the paint booth to receive its gorgeous new clothes.

As time dragged on and Roger’s goal of entering the 2002 Concours D’Elegance drew ever closer, everyone knew it was time to hustle. So, Roger set about getting the legendary Mopar 440ci Hemi motor sorted and ready to slot back into the engine bay. Wanting a strong, reliable beast, Roger fitted TRW Power forged pistons, adjustable pushrods and Manley stainless intake and exhaust valves, sitting in a hardened seat. For lubrication, a half-inch oil pickup with high volume pump and windage tray was used, which works in conjunction with a Teflon-coated sump. Lastly, a Competition hydraulic cam with Michigan cam bearings makes life a little lumpier.

Once the motor has made its 400 or so brake horsepower, a set of cast iron exhaust manifolds, dumping into a dual 2.5-inch exhaust system, rid the donk of its waste gasses. Once the Hemi was back in one piece, it was time to slide the massive 7.1-litre lump of Detroit muscle back into the newly painted engine bay. Enlisting the help of good friends Mark Adams and Graham Goldsmith, Roger installed the motor just as Plymouth did back in the 70s; lifting the car up and sliding the engine in from underneath.

As you probably could have guessed by now, Roger doesn’t like doing things by halves and the Plymouth’s driveline is no exception. A Centreforce 11-inch clutch was chosen to mate up with the Chrysler A833 big-block four-speed gearbox. The meaty clutch is covered by a Lakewood scatter shield to keep everyone safe in the event of a failure, while the stock drive shaft spins the original 8.75-inch Suregrip differential, running 3.55:1 gears. Roger shifts through the gears with the aid of a Hurst Pistol Grip shifter, which suits the old-skool interior — complete with factory eight-track player — just fine.

It was two days until the 2002 Concours D’Elengance was due to kick off. With so much work still to be completed on the car, I get the feeling Roger was under more pressure than Bill Clinton at an impeachment hearing, especially with his brother in law’s wedding smack bang in the middle of it all. Still, all guns were blazing and, over the next 48 hours, glass would be refitted, the 15×7 Rallye wheels shod in 235/60R15 BF Goodrich T/A radials would be bolted into place and a new vinyl roof was cut and fitted
to the car.

Of that pesky wedding, Roger reminisces “T-minus 15 hours and there was still so much work to be done. I gave the boys some money to order pizza, all while I was at the reception enjoying a hot roast and a cold beer. As soon as the last speech had finished, I slipped out the back door, back into my jandals and wearily rolled back under the nearly completed GTX”.

Finally, after a quick polish, the car was sitting pretty at the Concours D’Elegance. They had made it. Although there were still a few things left unfinished, Roger’s awesome Plymouth GTX 440+6 managed to take out third overall in the masters class, not to mention a bevy of other trophies.

Since then, Roger hasn’t let the car sit neglected. He has reeled off a 13.3 second quarter mile, not to mention bagged a truckload of awards at pretty much any show he chooses to enter. Sure, this car was a long time coming, with hundreds, maybe even thousands of man-hours involved. But hey, when it comes to automotive perfection, it’s better late than never, right?

1970 Plymouth GTX 440+6

Engine: 440ci, Factory six-barrel intake, three 2BBL Holley carbs, factory Air-Grabber induction system, TRW Power forged pistons, Manley stainless intake and exhaust valves, hardened seats, half-inch oil pickup with high volume pump and windage tray, Teflon coated Hemi sump, Competition hydraulic cam adjustable pushrods, Michigan cam bearings, Michigan crankshaft bearings, ARP bolt kit, resized and balanced rods, 10.0:1 compression, cast iron exhaust manifolds, dual 2.5-inch exhaust
Driveline: Centreforce 11-inch clutch, Lakewood scatter shield, Chrysler A833 big-block four-speed gearbox, Pistol grip Hurst shifter, original 8.75-inch Suregrip differential, 3.55:1 gears
Suspension/Brakes: Heavy-duty sway/torsion bar, power assisted front discs, power assisted rear drums
Wheels/Tyres: 15×7 Rallye wheels, 235/60R15 BF Goodrich T/A radials
Performance: Around 400bhp

Driver Profile: Roger Lang

Previous cars: ‘69 Dodge Charger, ‘70 Plymouth Roadrunner plus many more
Roger thanks: Rodney Holland, Mike Roberts, Graham Goldsmith, Mark Adams, Mark Aylward at Advantage Tyres East Tamaki, Maree, Jim Carroll, Brett Phillips, Lynn Rogers, Alan Stacey, Grant May, Danny Lusk, Steve Lang, Barry Keach, Rob Stevenson, Wayne Grimmer, Chuck and the American Muscle Car Club

Of all the people I have met with secure car garaging, this one is going to be rather difficult to beat. The justifiably proud owner of this staggering 1938 Ford Tudor is Stuart Johnson. Stuart is a certified engineer employed as principal instructor in the Corrections Inmate Employment (CIE) program at Auckland Prison. So, I went indirectly to jail (because my useless navigator got me lost) without collecting $200, to view this car.

“The stencil for the flames was mirror-imaged over the car so that each flame identically reflects what is painted on the opposite panel”

What is true of this car (and all the cars featured on these pages) is that the car is only part of the story. The most important part of the story are the faces behind the car — the owner and the myriad of associated people. This car has been in the Johnson family for approximately 15 years. It was formerly owned by the late Grant “Grunta” Johnson and is now in the proud ownership of his brother Stuart. Through Stuart’s passion, commitment, drive and thoughtful vision, the infectious dream and desire Grant possessed has become reality — and an absolutely outrageous reality at that.

Six-Month Tidy-Up¦ Yeah Right!

After some initial serious hot-rod fun, Grant decided to treat this car to a six-month tidy-up that evolved into a build spanning the decades. “It has to be orange,” said Grant. “In fact it was to be oranger than orange. Orange like the flowers in my mother’s garden,” and thus the baked bean seedling was sown. Literally years were spent by Paul Taylor with Grant towering over his shoulder as they toiled together towards a steel skin that was smoother than anything Mr Ford (or Mr Wattie) could produce.

The end result was a surface that would ultimately provide the perfect automotive canvas for an explosive expression of colour and masterful art. What on earth can I say about the paint job on this car? It is almost beyond words. PPG, through Area Manger Roger Hassell, supplied the orange base coat that was expertly applied to almost everything possible by Dave Jones and Aaron Mitchell. Only the inner guards are painted black. This PPG orange has a depth to it that is just beautiful. I assure you there is no peel in this paint. The car was then taken over to Steve Levene to apply the flames and (as you may have noticed) that he did.

Flame Grilled, Please

I have been privileged to view Steve’s work at many car shows, but this particular example is simply outrageous and truly extraordinary. The flames are done in candies and pearls in gold, red and orange hues. They are individually pin-striped in blue and each has a shadow flame. The stencil for the flames was mirror-imaged over the car so that each flame identically reflects what is painted on the opposite panel. To complete the spectacle, starbursts add additional sparkle.

The flames were painted to intentionally appear to encompass the car in order to create the effect of driving through the flames. Looking at this car for more than 30 seconds will mesmerize you and you will swear the flames are jumping out! It is worth noting that the boot of this car does not have any flames. Stuart says that this was one of Grant’s desires — he didn’t want flames on the boot as he didn’t want to over-do it! Steve says he has never done that many flames on a single car and he has absolutely no intention of doing that many again. I’m sure we can all appreciate why.

Sumptuous Elegance

The interior of this car can be described as crisp sumptuous elegance. The custom grey carpet provides the perfect base for the cream grey upholstery expertly stitched by Len Freshwater Upholstery. With wheel-tubs in the rear that are similar in size to jumbo-bins, there is room for a single “throne” seat only. Custom-made panels arc from either side of the throne seat in an ever-decreasing sweep to accommodate the seatbelt hardware. The front doors also feature custom-made panels that mate to, and continue perfectly, the smooth flowing interior lines.

“Stuart pulled out a plastic bucket and lowered his six-foot eight-inch frame on to this ‘seat’ and proceeded to take it for a wheel chirping loop around the carpark”

The cream grey theme continues and completes with an exquisite roof lining that incorporates recessed sun-visors. The original dash of this car has been subtly reshaped to accommodate such modern necessities as a Pioneer headunit and an impressive array of both Smiths and Capital gauges. The door sills, seatbelt guides and steering column surround have all been formed out of billet aluminium to give the interior a deservedly refined finishing touch.

Premium sounds are delivered via the Pioneer headunit to a Fusion FF505 amplifier and on to rear 6×9-inch Sony speakers, with sixes in the front. The quality of the sound is quite staggering and provision has been made to allow for future enhancements in this area: subwoofer overload!

Flavour Force Mexico

The engine that motivates this particular Tudor is a Ford 302 cubic-inch Windsor Mexico. The Windsor engine was introduced to the Ford line-up in 1962 and in 1968 it was stroked to give a total displacement of 302 cubic-inches. For 1968 only, a special high performance version of the 302 was produced for the Shelby GT350 that featured, among other things, a high strength, higher nickel content block, “Hecho en Mexico” design¦ hence the name Windsor Mexico. Such was the success of this block that the Mexico continued to be manufactured beyond 1968 to appease the appetite for it.

This particular engine was expertly rebuilt by John at Magnum Automotive and now features such goodies as Harland Sharp roller rockers, a rather lumpy Kelford mechanical-lifter camshaft, flat-top pistons and 289 Ford heads that have been ported and polished. It comes as no surprise then that this dual carburetted screaming small-block produces very close to the build target of 500hp.

Complementing the small-block power plant is a tricked-out Ford C4 automatic transmission featuring a 3500rpm stall-converter (not for the faint hearted!) that, in turn, connects to a seriously horizontally-challenged Ford nine-inch differential, housing 4.11 gears.

This Baked Bean Produces Plenty Of Gas

This mechanical recipe is potent¦ very, very potent. Exhaust gases exit via custom-made, HPC coated headers and three-inch diameter side-exiting exhaust pipes designed and built by Graham McNeill. When this car fires up, the noise is raucous. The sound instantly envelops those nearby and attracts those that are not. Unfortunately, I was not able to go for a cruise when I viewed the car as Stuart had the front seats out as he prepared it before a show.

I have it on good authority from many trusted sources that a cruise in this car is the experience of a lifetime. I can believe it; simply viewing this car is close to the experience of a lifetime! Not one to miss any opportunity to drive his car, Stuart pulled out a plastic bucket and lowered his six-foot eight-inch frame onto this ‘seat’ and proceeded to take it for a wheel chirping loop around the car park. “Careful Stuart — you didn’t wear your seatbelt. You could be locked up for that,” I say after double-checking I have no outstanding infringements.

Tying everything together from an engineering perspective, is a chassis that has been extensively customised (particularly in the rear) with work completed by Terry Bowden at Terry’s Chassis Shoppe. The custom front-end now features an HQ Holden independent system with Leyland P76 disc brakes. A Holden Commodore steering box helps in the direction department and is power assisted via an Arm-Strong system.

Beyond Legacy Into Legend

It takes a conscious decision to look beyond the paint and artwork on this car. When you do, it is the attention to the smallest details that hits home. You may notice that the gaps between the body panels are absolutely perfect, or the electric aerial in the rear quarter is ‘frenched’ in a heart shape, which is a reference to the factory theme where the original grill was designed to appear heart-like in shape. There are period tear-drop tail lights with blue dots that unobtrusively light up the rear. The upholstery in the boot continues the interior theme and also contains a custom-made stainless steel fuel tank and a rubber lined custom-made stainless steel dual battery box.

As I said in the introduction, there are a myriad of people behind a car of this calibre. Of particular note in this instance are the Jones family, who have been heavily involved throughout the build of this car — fulfilling a promise made by Dave to Grant. Clifford Jones spent many hours laying out each layer of flame along with his Dad under the watchful eye of Steve Levine. After delving into Grant’s meticulously labelled ice-cream containers of prized automotive goodies, a careful assembly began with the installation and tuning of the suspension. Plumbing of the car followed, with the brake and braided fuel lines installed with the assistance of Jason Walsh.

John Boylan cut the glass from Dave’s wooden templates with all the skill of a surgeon because chopped cars are particularly unforgiving of even the slightest inaccuracy. Wiring was taken care of by Simon Walter at Walter Automotive. Dale Slater deserves a special mention for transporting this car a multitude of times throughout the build — all at his own cost. Thank you Dale.

Special thanks from Stuart go out to all who have contributed in some shape or form to what was destined to become, has become and will always be, a very special car. On a personal note, Grant was a dear friend of mine and of photographer Julie’s (and our families). We would like to echo Stuart’s thanks and congratulate all for their accomplishment that is clearly evident on these pages. This car was to become Grant’s legacy — he wanted it to be appreciated. Through Stuart, the legacy has become a car of legendary status that I am sure will be appreciated and hallowed by all for a long time to come. There are only two words that remain to be said. Stuart, enjoy!

1938 Ford Tudor Coupe

Engine: 302 cubic inch Ford Windsor Mexico, twin Carter 500cfm carburettors, Kelford mechanical cam, Harland Sharp roller rockers
Driveline: Ford C4 Automatic with 3500rpm stall converter, Ford nine-inch running 4.11 gears
Wheels/Tyres: Front: Cragar Weld 15 x 5-inch. Rear: Cragar Weld 15 x 15 inches, Mikey Thompson Sportsman 33/19/15

Driver Profile: Stuart Johnson

Age: 25 to life
Occupation: Principal Instructor / Certified Engineer
Previously owned cars: Numerous Chevrolet pickup trucks and a ’57 Bel Air
Most embarrassing car driven: Fiat Bambina (with the sunroof open)
Build time: 15 years
Length of ownership: Family car for 15 years
Stuart thanks: Grant “Grunta” Johnson, The Jones Family, Aaron Mitchell, Paul Taylor, Steve Levine, Len Freshwater Upholstery, the boys from CIE with special mention to Dennis, Magnum Automotive, Michael Wright at Repco Massey, Graham McNeill

What is it that drives us to go fast? People you would never expect seem to have this insatiable need and can often be found caning their rides. Offering up their licenses to the God of Speed, so they might be allowed into the hallowed halls of speed heaven. What is it? What drives these people? I know what it is; petrol! They’ve got petrol coursing through their veins. What else could it be? When I met Greg Pepper, my first impressions were, “what a great guy,” but I didn’t pick him as a speed freak. Well, I was right, Greg is a great guy, but speed freak is not a strong enough term to describe him. His picture automatically went up on the wall in speed heaven when he was born. I’m not sure, but I think that it’s mostly petrol coursing through Greg’s veins and only a little bit of blood left. Check out the ride, man. This baby was built for one thing and one thing only. SPEED. Huge quantities of rush are guaranteed to both the driver and any intrepid passenger that may sit next to him.

“It’s not petrol in his veins. It’s nitro. This guy’s a top fueller”

Original Speed

When I got talking to Greg, it became clear that there was a series of events that led him to build this speed demon. Greg’s previous ride was a 1969 factory big block SS Camaro all dressed in white. Beast. When he bought it, it had a 454cui big block in it. Nice. Greg threw it down the quarter in the hope of getting the rush. Nope, not quick enough. Out came the engine and it soon became a 468cui. Quick enough yet? No. Out came the engine again. How about a 496cui big block with a 175hp shot of nitrous developing about 700hp and a mountain-moving 800ft/lbs of torque? Well, lets slam it down the quarter. 10.00 seconds flat. Quick enough? Bloody hell! That’s getting along for a streetcar. But still, it just wasn’t quick enough for Greg. At this point I decided that I liked this guy, but revised my earlier comment. It’s not petrol in his veins. It’s nitro. This guy’s a top fueller.

The problem was not with the power of the car — obviously there was plenty of that. No. The problem lay with the car’s inability to put the power to the tarmac. The back feet just gave up in disgust when Greg fed the power through, resulting in monster amounts of wheel-spin. “Oh look, my car has disappeared into a boiling cloud of tyre smoke.” Such comments are impressive, but they just don’t cut it when what you are after is ultimate speed. The original SS could only fit 28 x 10-inch drag tyres under its curvy rear end. Even when mini-tubbed, it would only fit 28 x 13.5-inch tyres. It just became an expensive tyre frying exercise. If Greg had tubbed it properly, it would have meant carving up an original factory SS Camaro body and Greg just couldn’t bring himself to do that. The white SS Camaro had to leave the family to make way for the silver and black animal you see on these pages.

The New Speed

The Wild Child on these pages was conceived through Greg’s need for more speed. It was born with power and traction in mind. Nothing else mattered. One month after selling the White SS, Greg found a pile of Camaro-shaped parts for sale from an all-original restoration job that stalled after pulling the car apart. A Camaro jigsaw with a million pieces. Once upon a time it had been a dark green 1969 Camaro.

Read the full story »

Paintwork was polished and bumpers buffed for the Inaugural Mustang and Corvette Show

About a year ago, when the idea of a combined Mustang and Corvette show was banded around the V8 fraternity, there were a few raised eyebrows amongst the Ford and Chevy diehards who thought¦.naaah, it won’t happen.

The very thought of Fords and Chevy’s in one room was the craziest idea anyone could possibly come up with, why would the punters even bother paying to see such madness? That would be like inviting the All Blacks and the Wallabies over for a BBQ.

The 24th of September finally arrived and over 100 Corvettes and Mustangs from Auckland descended on the Andrew Simms Mitsubishi dealership in Newmarket to participate in the inaugural Mustang and Corvette Show.

“Cars on display ranged from early fifties Corvettes and the earliest Muzzies through to the latest stateside offerings”

Around 40 or so cars squeezed inside the well lit, split level showroom, usually reserved for those other slightly more Japanese cars. The remaining competitors were scattered outside in the bright sunshine, creating a fantastic ring of chrome and colour around the building.

Cars on display ranged from early fifties Corvettes and the earliest Muzzies through to the latest stateside offerings, including the mighty C6 Z06 505hp Corvette. This created a laid back atmosphere, where all the owners could swap stories and compare notes on each others rides¦ Yes, the Ford and Chevy owners got an inside glimpse of the ‘other side’. We haven’t heard of any converts yet, but it’s early days and we all know anything’s possible.