Daily driver? Mad, maybe, but this beast is used every day!

Back in issue five of NZV8, I said we’d follow what it takes to run the Yank tank on a day-to-day basis. The ’66 Pontiac Lemans is driven every day to work and back, and on some days I’ll visit some clients or go on a shoot for a feature car. This can mean upwards of three hours driving on some days during the week — in that lovely Auckland traffic!

First off I got the NZV8 designer, Cam Leggett, to put his ideas forward on what direction we should take the Pontiac. With a two-tone paint job and a set of Bonspeed alloy wheels (XS Performance 09 579 8050) in his plan, I must say I really liked what he came up with, and those plans have already kicked in with the vinyl roof coming off. Turned out the result of 40¯years of being covered wasn’t as bad as I thought, with only minor rust. But that’s another story.

Back to the beginning. One of the most important things one should do when purchasing a vehicle is to get the tin insured. Once I had eyed up the Lemans my first port of call was the insurance company. For me, being well over 25 and having a clean record, my normal insurance company — AMI — came through with the goods. In fact I was very surprised when it offered me classic car insurance for weekend only use. I always thought this was the reserve of specialised insurance companies. But when I said I’d be using the car on a daily basis I went with the full cover. As when insuring any vehicle, do the obvious and shop around. I recently changed all my cars over to AMI when it offered me a deal that was half what I was paying at another company.

If your ride is American iron, or something special from over the ditch, then your best bet is to get it valued. I think you’ll find most insurance companies would prefer this. I went and saw the lads at Wall Motors, in Grey Lynn (09 378 1283). If the name is familiar to you then you’ll realise the cover car on issue six of NZV8 is owed by one Craig Wall. Not to mention the fact the Mustang, LOW ET, on the cover of issue three is owed by Steve Giles — also of Wall Motors. Then there is Gary Smith, who also works there. Now his ride you’ll see in a future issue. Make that the next issue.

Needless to say, it is up to the Wall Motors standard. Anyway, they will put a value on your car and give you a certificate to show your insurance company. Craig told me it’s also wise to get your car revalued each year. The price of many Yankee cars is on the way up big time. And so are a number of the Aussie variety, for that matter.

My premiums and excess were kept even lower by the installation of a New Zealand certified alarm. For this job I went with a company I have used since the ’80s, Rapid Radio (09 303 1818). The reason for this is I know they have experience in dealing with old machines built State-side. It can take a special touch when dealing with wiring that has been in use for nearly 40¯years. Not to mention the care they take when dealing with your interior. Also, if you are after something customised, from GPS tracking to auto start from your remote, Rapid Radio can sort you something out.

What I like with the alarm Rapid Radio installed in the Pontiac is that I now have central locking. It saves a lot of problems with the inexperienced, who simply get out of the car and walk away without locking it! Or worse, the ones who make an attempt at locking your car but fail to close the door hard enough. Then proceed to push it shut with their bum! So now I’ve dragged the Pontiac up with the play, and all my passenger has to do is close the door. But why is it that people think they have to slam the door of an American car? That’s another story too.

Support from the team at Rapid Radio is also second to none. If you have any questions or have a problem they are more than willing to help. I found this first hand when I had trouble with an alarm in another car. The remote stopped working (my fault) and a quick call (after hours and all) and I was in my car.

Next month we’ll take a visit to Wayne Grimmer from Western Auto Electrical (issue 2), and to Andy Culpin from Race FX (issue 7). But that’s after Rob Pennman (issue 4) does his stuff to get the beast up and running as a daily driver.

Thanks To: XS Performance (09 579 5080)
Western Auto Electrical (09 836 0819)
Hella (www.hella.co.nz)
Race FX (09 838 3250)
KYB (0800 STOCKS)
Race Brakes (0800 BRAKES)
Magwarehouse Kelston (09 818 9481)
Wall Motors (09 378 1283)
STA Parts (09 256 1120)
Segedins Dominion Rd (09 638 6439)
Rob Pennman Motorsport (09 828 2468)
Penman Digital Logistics (09 571 3375)

Photos: Quinn Hamill Illustration: Cameron Leggett

Ford had 400 bodies left¦ So they created a beast

What you’re looking at here is one of the rarest muscle cars ever to come out of Ford Australia. The Falcon XC Cobra has taken a little longer than the other performance Aussie Fords to be recognised by enthusiasts, but this has all changed now. Cobra coupes are now up there, fetching similar prices to the much sought-after XA and XB Falcon GT coupes, and even so more in some cases.

Perhaps one of the reasons Ford collectors ignored the Cobra for so long was because it is not a GT. Like any true muscle car, a competition pedigree and factory input into racing always increases its value, and the greater the manufacturer’s input, the greater the car’s value. On-track success adds further to the value. Hence the huge figures GT-HOs (Grand Touring-Handling Options?) now fetch. The GT and GT-HOs have direct motor sport links, and other than the XT, XW GT-HO Phase¯I, and XB, all have won the coveted Bathurst 500-mile or 1000-kilometre endurance race.

More Money

There are several reasons GT-HO Phase¯IIIs fetch such huge sums of money now, but perhaps the greatest is that Ford Australia was utterly committed to Bathurst success, and the Phase¯III was the result of that commitment. By mid 1972 the company had cut back on its racing involvement, and in January 1974 it pulled the plug altogether. The company would put some weight behind Allan Moffat’s racing programme on and off throughout the remainder of the 1970s, but this support would be nothing like the no-holds-barred assault of the XW and XY GT-HO days.

The current value of a ’60s or ’70s Australian muscle car usually reflects the on-track success of the model. However, this alone does not complete the story. After all, the GT-HO Phase¯III only won Bathurst once, while the XA GT won it twice, yet Phase¯IIIs fetch far higher prices than XA GTs do. So an important factor must also be how closely related the race cars were to the road cars. The Phase¯II was, effectively, a road car, and competed at Bathurst under the Series Production rules, which allowed for virtually no modifications at all. For a manufacturer to be successful, it had to build an all-out race car, which could be driven on the road and purchased by any ordinary person.

The XA GTs won Bathurst under Group¯C rules, which were introduced in 1973, and which removed the race car somewhat from the road car, so the manufacturers did not have to build a race-focused car which could be driven on the road. Group¯C rules allowed for racing upgrades in areas such as wheels/tyres, exhaust system, carburetion, safety features like a cage, race seat, steering wheel, some brakes upgrades, and some suspension upgrades. However, there was still the requirement to build a car, at least in limited numbers, which was race-focused in the areas in which it could not be modified for racing.

Ford slam dunk

The Allan Moffat/Colin Bond Ford one-two form finish at Bathurst in 1977 is famous. Moffat, his car crawling with brake trouble towards the end of the race, was caught by team-mate Colin Bond, who was told by the boss to drop in behind the ailing number one machine, and cruise to the finish. The overhead helicopter shot of the two Falcons trundling down Conrod Straight on the final lap has been played over and over, and it has to be said, Ford simply crushed its Holden opponents.

However, while Moffat knew Holden was rocked by the hammering it received, he also knew it would come out fighting in 1978, and would be hard to beat. So he pleaded with Ford to increase his budget for 1978. Ford, of course, laughed this off, still smug from the hiding it had just given Holden. Not only had its XC 500 GS finished first and second at Bathurst, Moffat and Bond had finished first and second in the Australian Touring Car Championship. So not only did Ford not increase Moffat’s 1978 budget, no new homologated upgrades were made for the Falcon for 1978.

Moffat was right, of course. Holden dealt to Ford in 1978. The Toranas went faster, and the Falcons fell apart trying to keep up with the pace. And when Ford built the 30 special Cobras required for homologation of the model, rather than upgrading — apart from a couple of exceptions — they simply specified the modifications homologated for the 1977 XC 500 GS race cars.

At Bathurst, despite impressive early race pace, Bond was soon in the pits with a broken gearbox, while Moffat’s car caught fire during a pit stop, and was later retired with low engine oil pressure. Cobra Falcons competed in three other races during that season, with Bond managing a race win at Adelaide, but the car’s career was continuously struck down by reliability issues.

The numbers

Ford Australia produced 400 Falcon XC Cobras. The first, 001, was a 302ci (4949cc) promotional car. Numbers 002-031 were, as mentioned, homologation specials, to allow the car to be raced in Group¯C competition; 032-041 featured 351ci (5752cc) manual with A/C (air conditioning) and P/S (power steering); 042-080 were 351 manual with A/C, P/S and P/W (power windows); 081-200 were 351 auto with A/C, P/S and P/W; 201-300 were 302 manual; 301-360 were 302 auto with A/C and P/S; and 361-400 were 302 auto with A/C, P/S and P/W.

Why were the Cobras built? Simple. Ford was due to release the boxy XD model in Australia in March 1979, and set about doing a special run-out of all XC models, as all manufacturers do when a new model is approaching. The four-door models were still selling well, but the two-door hardtops were trickling, at best. Ford no longer offered a GT in the Falcon line-up; the most sporting Falcon was the GS¯500.

Why were 400 Cobras built? Simple. There were 400 hardtop body shells left. And this is perhaps one of the reasons the Cobra was not as sought after as the GTs. It was not created as an aggressive, race-inspired model. It was created to get rid of the last remaining, unwanted hardtop body shells. That, and the fact its garish, clashing colour scheme was, for a long time, considered quite tacky.

Respected Australian motoring journalist Stewart Wilson said of the Cobra’s colour scheme in his 1993 book, Ford, that the car was “Not very subtle, the colour scheme looked better suited to the 1960s than the 1970s and very quickly dated.” Also, “They — especially the first 30 — attracted exorbitantly high ‘black market’ prices early in their careers, when everyone wanted one but none were around, but they didn’t carry on to become the genuine collector’s item expected. Perhaps the purists have been put off by the colour scheme, but even more to the point is the fact that the Cobra was never regarded as a ‘proper’ Falcon GT, just a paint job and an attempt to create an artificial exclusivity.” Wilson’s comments reflected the general feeling towards the Cobra in the early 1990s, but feelings towards the Cobra have since changed.

Stripes please

Firstly, the colour scheme, while bold, has now dated quite well, and several new performance Aussie and American Fords are now fitted with bold striping. Also, even though Ford Australia is now heavily involved in V8 Supercar racing, a road-going XR8 Falcon has nothing in common with its V8 Supercar brother, other than the silhouette of its body shape. The Cobra, however, barring the modifications allowed under Group¯C rules at the time, is directly related to the competition cars driven by greats such as Moffat, Bond, Fred Gibson, Jacky Ickx, Dick Johnson, Vern Schuppan, John French etc. The Cobra, therefore, has strong, direct racing ties. Not only that, the Cobra is also the last Falcon to race at Bathurst, with direct road car ties, and competition support from Ford Australia.

Many Ford performance enthusiasts were disappointed the Cobra did not receive any additional performance upgrades over the 500¯GS, making it, in effect, a marketing exercise, based on its bold paint scheme, which linked back to the famous Shelby Mustangs of the ’60s. Regardless, the Cobra was the sportiest Falcon you could buy at the time.

The colour scheme is credited to Edsel Ford, Grandson of Henry Ford. Edsel was working at Ford Australia at the time, and he was the one who pushed the designers to come up with something eye-catching to get rid of those last hardtop body-shells. There’s no way the more conservative Aussies would have come up with something so bold. Strangely, rather than having white bodies painted over with blue stripes, the Cobra’s bodies were actually all painted blue, and the white paint was applied over it.

Number 121

ur NZV8 feature Cobra is owned by Darryl Lucas, and is number 121 of 400. It’s one of the 120 351s with auto, air conditioning, power steering and power windows. Of the 400 Cobras made, this variation is the most common. However, being a 351, it’s extremely desirable. That being said, there are thought to be only eight to 10 Falcon Cobras in New Zealand, so regardless of whether it’s a 302, or 351, manual or auto, if you want to own a Falcon Cobra, you have to grab whatever becomes available on the very rare occasions something does. Alternatively you could try to find one in Australia, but as the Cobra is now highly sought-after over there, you’ll likely pay more for one there than you will here. Of the 400 built, it is thought only 75¯per cent have survived.

Darryl’s car is extremely original. It has the vacuum-formed front spoiler, but he never has it on as it only takes one low driveway to waste it. So the spoiler is kept safe in his shed, along with the car’s original Globe wheels, which don’t fill the guards nearly as well as the after market items he currently has fitted. The car was repainted recently but everything else, including the interior, is all original.

This car was imported into New Zealand in 1985. One of its earlier Kiwi owners was John Pope. John had been living in Australia in the early ’80s and spotted a Cobra, which he took a photograph of. When he bought this car in 1987, he checked the photos he had of the Australian car, and discovered they were actually the same car!

Interestingly, not long after Darryl purchased this car, his wife Shelly bought him a Biante¯1.18 scale model of a Falcon Cobra. Like the real thing, the model is a limited edition. Shelly purchased it off the internet. She didn’t even bother bidding, she went straight for the Buy-Now price. Like the real thing, the Cobra models don’t appear for sale very often, so she had to jump at what was available. But this particular model, incredibly, was also number 121, just like Darryl’s car!

Specs

1978 Ford Falcon XC Cobra #121 of 400

Engine: (Original specs) 351ci (5752cc) Cleveland, four barrel carburettor

Driveline: Automatic and Ford nine-inch rear limited slip

Brakes: Power-assisted four wheel discs

Wheels: (Original specs) 15 by seven-inch Bathurst Globe alloys

Performance: (Original specs*) 217hp (162kW) at 4500rpm (*our feature car has several engine mods)

Owner Profile

Darryl Lucas

Age: 47

Occupation: Company director Supreme Blast and Paint

Other Cars: 1973 XA Falcon GT hardtop race car

Words: Steve Holmes | Photos: Jared Clark

Audi A6 with a big heart

It doesn’t seem that long ago when turning on the radio in a car was a simple operation. For decades that slim rectangular shape with a dial or two cemented its presence somewhere in the centre console. The small and indispensable unit was instantly recognisable as our source of music, news and entertainment. But lately things have begun to change.

Parked on Auckland’s fashionable Ponsonby Rd, I had stopped to pick up NZV8’s staff photographer Jared. He explained he would just be a minute grabbing the rest of his gear.

I acknowledged this was no problem as it would give me time to check the weather report, it looked good so far, but I was really hoping it would turn a little ugly.

Inside Audi’s new A6, as in many cars in this segment, you’ll notice the absence of that familiar rectangular device. Instead what you will find is Audi’s MMI (Multi Media Interface).

This system not only incorporates the radio but the CD player, telephone, address book and TV functions too. MMI also has the capacity to control air conditioning flow, interior lighting, sound tones and a full range of other set-up options.

I had only taken possession of the A6 about 10¯minutes ago from European Motor Distributors’ head office, where the very nice Rachel had given me the quick overview of MMI and the car’s basic functions. Now I felt like a contestant on a TV game show, trying to remember what I had seen a few minutes ago. Using the rotary wheel behind the gear lever you can scroll through the main menu and push down to select. Using the surrounding buttons you can return to previous menus. Sounds simple, and to be honest it really is. Just imagine an Apple iPod but with more menu options, that’s pretty much MMI. Needless to say finding the radio menu wasn’t difficult, but finding a station that was giving a weather report proved to more of a challenge.

Quiet 8

With Jared’s gear all loaded up we were good to go. Starting the new A6 awakens Audi’s all-alloy 250kW (335hp) 4.2-litre V8. There’s no angry growl but instead the sound of a gentle rumble, just enough to let you know what’s under the hood. There’s another familiar piece of equipment missing from the A6’s interior, and that’s the hand brake lever.

Audi has cleverly replaced the ageing icon with an electromechanical brake operated by a toggle switch on the centre console. By lifting the switch you engage the brake, pushing down you disengage it. Pulling out into traffic be mindful of the sensitive fly-by-wire throttle, as ‘easy does it’ until you learn the feel of it is the best way to go.

If you need a quick getaway then a stab on the throttle will let the computer know your intentions. Power from the engine is delivered express service, which means you get it right away. Put this together with Audi’s class-leading 4wd Quattro system, and all you get is forward motion — and plenty of it.

Travelling 15¯minutes down the southern motorway on a quest to exit the inner city, we unwillingly took part in one of Auckland’s infamous traffic jams. This was going to be a rather boring article if we kept crawling along at 50kph. Gazing around the interior we started to notice this car has been designed to feed the driver, rather than for general convenience. The seats are comfortable without being too soft, and the all-important driving position suits just nicely. Burl walnut inserts and chrome trims are a nice touch, and with Audi’s usual standard of fit and finish it certainly makes the driver feel welcome any time.

Please rain

As we started to get past the gridlock the traffic thinned out, and we could finally press on. Exiting the motorway on our way to quieter pastures the news just got better as drops of rain begin to scatter across the windscreen. As the saying goes, if you don’t like the weather here just wait 15¯minutes. Unfortunately we only had to wait another five minutes for it to all dry up. I’ve driven other Audis with the Quattro system, including the previous A6, and in the wet its grip is impressive to the point that you wonder when it’s finally going to give it all up.

It’s all thanks to the Torsen Differential, which uses a self-locking worm gear. Torsen stands for Torque and Sensing, and what it basically does so well is build up the lock effect only under drive power, the gearbox allowing different speeds of rotation when applying the brakes and cornering.

Technical touches

Heading for the hills it’s clear that the Audi technicians have been busy under the skin. According to the statistics Audi has increased the wheelbase by 83mm and the track by 67mm up front and 49mm at the rear over the previous model. These figures may seem trivial, but the rewards are increased interior space and smoother ride from the larger dimensions. The front end suspension is made up of an independent four link set-up, and the unique rear trapezoidal link is spawned from the
larger A8.

Negotiating the corners at speed and you start looking for the ‘Welcome to Quattro Territory’ signs. The chassis is more taut but not to the point where it is uncomfortable, however, the real gain here has been in the steering. Feedback is much improved and steering direction much more positive. Revising the ball joints and tossing the traditional vulcanized rubber isolators out in favour of a direct link has paid dividends. Press on around the corners and the A6 keeps asking for more. It’s only when you reach the summit and descend into a fast sweeper that the 50/50 drive split becomes evident with a push pull effect. It makes you wonder how much different things would be if it were 60/40.

Exit the corners and the new six-speed auto gearbox knows just where it wants to be to give the best forward momentum. There’s paddle shift on the steering wheel or optional tip shift on the gearshift if you want to take control. But if you use the D option and plant your foot, it seems to work just as well.

If you need to stop in an emergency then the new A6 won’t let you down. With power-assisted 347mm discs up front and 330mm discs at the rear there’s plenty of stopping power. Get one wheel on the slippery stuff and the electronic aids take care of you without any fuss or bother.

As we stop at a location to shoot a few photos I take the chance to step back and absorb the view from the outside. The blown out guards, extra width and length have certainly made the A6 look more muscular. There’s been some controversy over Audi’s new front face but it suits the car, giving it a much deeper front look. It just makes the previous split front look dated, and now there’s no mistaking that it’s an Audi.

Still, you get the feeling Audi’s new A6 is aimed at people who like something special but don’t want all the song and dance to let you know about it. Sure there are other V8 sedans you can buy with a lot more power in the engine room than the A6. But as the saying goes, if you don’t like the weather just wait 15¯minutes. Things may change dramatically.

Specs

Audi 2006 A6

Engine: Aluminium block, 4163cc, bore 84.5mm, stroke 92.8, compression 11.00:1, intake camshaft with continuous adjustment, five valves per cylinder, Bosch motronic sequential injection, fly by wire throttle control

Driveline: Six-speed Tiptronic with DSP (dynamic sports program), permanent all wheel drive with Torsen centre differential, Electronic Stabilisation Program (ESP), ASR traction control, Electronic Differential lock (EDL), hydraulic torque converter with lock up clutch

Suspension: Front: Four link suspension, upper and lower wishbones, anti roll bar, twin tube gas-filled shock absorbers

Rear: Trapezoidal link suspension, twin tube gas-filled shock absorbers

Brakes: 347mm discs front, 330mm discs rear, dual circuit brake system diagonal split, ABS, EBD, hydraulic brake assist, brake servo

Wheels/Tyres: 18×8 aluminium wheels with 245/40-18 tyres

Performance: 250kW @ 6600rpm, 420Nm@3500rpm

Words: Warren Do | Photos: Jared Clark

This Mustang was born a GTA. Now the A for Automatic has new meaning… Attitude!

If you are looking to be inspired or to be impressed, there is no need to look beyond this Mustang or its owner, Russell. The former dramatically illustrates what can be achieved through planning and commitment that borders upon perfectionism, whilst the latter dramatically illustrates the rewards that can be had from a job very well done.

While still in his late 20s Russell returned from the big OE, having put aside some spare cash with a simple but huge desire to fulfil — ownership of an iconic American car.

After a few choice words with car salesmen (who did not believe he had the cash to back up his inquiries) Russell went off and independently purchased a bright red Mustang. Rumour has it he then returned to the doubting salesmen, giving the engine a big rev and the salesmen the big finger as he departed, leaving them dumb-struck and open-jawed. Having met Russell I can tell you the rumours are very, very likely to be true.

Unfortunately the first Mustang was more porker than thoroughbred, but it was enough to further light the fuse that would lead Russell towards a very impressive white 1967 Mustang GTA convertible. An offer was made to the  owner that was accepted, and Russell found himself embarking on a journey that continues to this day.

If you’re gonna take your top off¦

Upon purchase this Mustang’s body was found to be very sound, with evidence of only a very small patch of rust in the rear near where the soft top lives. Dave Loose, a fellow member of the American Muscle Car Club in Auckland, suggested Russell should deal to this. After some consideration he decided a total strip down would be the way to go, and he let loose (pardon the pun) in a big way! The Mustang was treated to a total disassembly while Russell cast his eye over each and every part. He was not interested in cutting any corners as he worked towards what his heart and mind desired. This Mustang would journey beyond restoration¦ Way beyond¦ Into the world of a custom car that would unbridle challenges, meet them head on, and kick them into the dust!

The stripped Mustang was sent to Heritage Metal Blasters in preparation for panel beating. The panel-beating road was a bit rocky, with the first panel-beater working at a very, very slow pace.

Slow pace is not a term associated with any Mustang — let alone this one — so Russell sent it to Kevin Parker, who worked his magic on the panels, with Southern Mustang and Ford Spares providing replacement door and trunk skins along with a grille, fog light surround and valance.

With the panel work complete the Mustang was carefully re-assembled to allow Kevin and Russell to gauge the look, and to check clearances etc. Kevin’s work must be of the highest standard, because Russell was now a very happy man and the Mustang was ready for its next journey.

You can teach an old horse new tricks!

Terry Bowden at Terry’s Chassis Shoppe was called upon to advise on all things engineering, which would include designing a new front suspension. Terry custom-built a chrome-moly front suspension around the Boyd Coddington rims that has to be seen to be believed¦ It almost made my mouth water as I lay under the front! Not that lying under the Mustang is easy, as it has been lowered a massive 120mm all round. When you are that low your suspension has to be state-of-the-art, and Russell did it right again with his choice of Carrera coil-over shocks up front and Koni Classic rear shocks. Terry was also responsible for a huge amount of other work, including modification of the Hooker exhaust headers to mate to a custom exhaust system.

Terry was provided with more than one laugh by an enthusiastic assistant called Russell. Sent down the road to purchase a handbrake cable Russell came back with a roll of washing-line cable — rumour has it Terry is still rolling on the floor laughing as he reminisces about this J.

Cardwell Racing Supplies supplied Wilwood Ultralite 300mm front rotors and Wilwood Superlite four-pot callipers all round to rein in this re-engineered Mustang, with Terry tying everything together.

By the time most of us hit our 40s the cars we owned in our teenage years are simply a bygone memory. Not so for Drury Tires’ managing director, Anthony Wright, who bought this beautiful big Buick at the tender age of 18 and still has it parked in his garage, 24¯years later.

The story goes back to 1981, at which time the 18-year-old Anthony had already bought and sold 10¯cars, helped by the fact his father was an auto wrecker, and had access to cars at a time when they generally were in short supply.

Anthony had an overwhelming desire to own a ’59 Cadillac. Scanning the pages of the New Zealand Herald in June 1981, Anthony spied a ’59 Caddy for sale and promptly dragged his father off to inspect it. When they got to Mt Wellington a sorry sight lay before them. Rotten with rust, missing chrome, and various parts, the Caddy was no gem, and Anthony’s dad, Adrian, told his eager son not to lay out his money on this sorry—looking excuse for a Yank Tank.

Buying a Buick, Fast or Last.

Still badly hanging out to own a classic ride, Anthony purchased another copy of the Herald the very next day, and although there were no Cadillacs listed, a 1960 Buick Electra¯225 was advertised for the princely sum of $2500. He leapt onto the phone, and soon cajoled the owner into a cross-town trip from Massey to Drury to demonstrate the vehicle. When Anthony and his father first spied the Buick, both were impressed. This was a very clean ’60 four-door pillarless sedan, and rather than lose the deal by trying to grind the owner down, Anthony paid out the asking price straight away.

The vendor, a racehorse owner, was a bit of a hard case, giving Anthony a list of prospective buyers who had phoned up about the Buick, telling him to ring them up on his behalf, saying, “Sorry but you’re too late.” Not only that, but he had owned the car twice already, and Anthony later surmised he had to sell the beast as he’d run short of the readies, and had then re-purchased it when he was flush again. In fact three months after Anthony took ownership, the old boy was on the blower offering him $5000 to buy it back! This time he was out of luck, but garnered a promise out of Anthony to sell it back to him if he ever decided to part company with the Buick. He’s contacted him from time to time over the last 24¯years, just in case Anthony was getting ready to unload the car. Persistence can pay off, but not in this case!

Normally an 18-year-old and his loose mates would soon trash such a fine ride, slamming it down, throwing a set of mag wheels on, a fat exhaust, and other such niceties deemed necessary to teenage life, but the young Anthony was determined to preserve his acquisition and decided to “use the car when I get real old, about 40,” so the Buick spent most of his formative years safely ensconced in the garage.

Leadfoot Sandy Nails the ‘Coon

Which was probably just as well, as Anthony is a family man and a devout Christian these days, but he and his mates were simply a bunch of rough and ready fast-living South Auckland hoons back then. The odd time they took the car out, life was fraught with danger. One night, long ago, they were cruising back down the Southern Motorway after a trip to Whangarei with Anthony’s mate Sandy, a notorious lead-foot, at the wheel. An XB Falcon GT¯351 pulled alongside at 80mph then floored it, pulling away quickly. Now the Buick might be big, but with a 401¯cube Nailhead V8 underhood, it sure as heck ain’t slow. Sandy was quick to take up the challenge, stomping hard down on the gas pedal and quickly reeled the racing ’Coon back in. He then proceeded to wind it out to 190-odd kays before leaving the Falcon floundering in their wake as the boys pulled away nudging 140mph, they reckon, before the speedo cable broke! Needless to say it was a wise decision to leave the Buick at home back when the boys were out partying, and over the ensuing years Anthony has only clocked up 24,140km, leaving the Buick very much in its original state.

Car Starved Kiwis

This car has had an interesting history in NZ. It was imported circa 1963 for a dentist, and was promptly converted to RHD on arrival. Back then this car would have been one of the most prestigious vehicles driven on Kiwi roads. To bring that statement into perspective one has to realise that NZ was starved of cars from the second World War until the early 1980s, a far cry from the chronic oversupply we have today.

Now the US General Motors make and model line-up had a defined hierarchy back in the early ’60s, with Cadillac at the top, followed by Buick, then Oldsmobile, Pontiac, and Chevrolet. Chevvies in the States were perceived as mass market base-line cars, whilst Buicks were sold to bankers, lawyers, senior management and the like (the MD got a Cadillac, of course). The Electra¯225 was Buick’s top model, and as such it was a very up-market car.

Back home in little old car-starved NZ, in 1963 one could buy GM’s North American cars brand new from the dealer, if you had access to overseas funds for the purchase, but you were limited to the Chevrolet Bel Air or Pontiac Laurentian, both Canadian cars, CKD (Completely Knocked Down) and assembled locally, with GM’s trusty 283 Powerglide auto and very little in the way of options. These were base-line cars back home but were sold here as top-of-the-line luxury cars, usually to rich Cockies, flush with overseas funds from the season’s wool cheque.

Passed Around the Sharks

So a Buick Electra 225 was almost like a car from outer space to the Antipodean peasantry. It was Movie Star material. Over here this car and its owners stood out from the herd. The early NZ ownership papers reflect this, with addresses like St Heliers featuring, and more than just a few local car sharks appearing, with the vehicle passed around from one shark to the next before some lucky buyer was able to bribe or cajole the Buick from the dealer’s grasp. By 1965 the car had migrated out to West Auckland (how surprising!), then it moved down to the lush pastoral lands of the Waikato in 1966, going through several Waikato dealers and three rural owners, who all must obviously have tired of their ‘humble’ Chevrolet or Pontiac on the farm. From there the big Buick migrated back north to Auckland, and ended up out west again, with the erstwhile racehorse owner who sold it, bought it back, and finally sold it again to Anthony, with whom it will probably dwell for all time.

225 Inches of Top Line Luxury

The Buick range was all-new in 1959 following corporate GM’s A-body styling trends, and 1960 saw the larger-than-life tail fins shaved a tad, and minor styling detail changes. Buick’s trademark ‘Ventiports’ returned after a two-year absence. Engineering advances included a new box girder ‘K’ frame chassis that provided more rigidity. Finned front aluminium drum brakes provided far greater cooling for less fade, and Buick engineered a quiet car by reducing NVH levels. Twilight Sentinel lights were introduced as an option, and those of you with later model Holdens who thought this was a daring Aussie feature, sorry, like most power gizmos it originated in the United States a long time ago!

The model range consisted of the base Le Sabre, mid-range Invicta, and premium Electra and Electra¯225 models. The 225 got its name from its overall length of 225.9¯inches compared to the standard Electra’s 221.2¯inches. The range included a four-door Electra 225 Riviera Hardtop, the Electra 225 hardtop (like Anthony’s) and an Electra 225 convertible coupe. All got the topline 401 Buick mill rated at 325¯horsepower at 4400rpm and 445 ft/lbs of torque at 2800rpm, with Twin Turbine automatic standard. The Triple Turbine was optional, as was the Posi-Traction limited slip differential.

A plethora of options were available, with the 225 models having the highest level of specification, naturally. Buick put itself well and truly to the test in 1960 by taking a production car to Daytona International Speedway, running it non-stop for three-and-a-half days, clocking up 16,093km at an impressive average of 120.12 mph without any problems whatsoever.

Smooth As They Come

Production levels for 1960 weren’t high, with the division falling to ninth place overall, which was its lowest rating since 1905 with 307,804 units produced: that figure included 8029 Electra 225 Riviera pillarless sedans, 6746 Electra 225 convertibles, and 4841 Electra 225 four-door Hardtops, of which Anthony’s is the only example currently domiciled in NZ.

Anthony will no doubt keep his Buick forever, and his younger brother Alan has joined him by obtaining a very sharp-looking ’60 Cadillac Sedan De Ville four-door hardtop.

Both brothers can be found during the day planting the familiar yellow ‘Drury Tyres A Family Business’ stickers that can be seen on the back windscreens of so many cars and trucks all over Auckland, and way beyond besides (Anthony has told me they have been spotted as far away as London and Tel Aviv!), but I’m sure he would really would prefer to be out cruising around in the Buick. It really is a pleasure to ride in, whisper quiet and smooth as they come. This was a top-of-the-line ride when new, and like a fine wine it has aged well with the years.

SPECS

1960 Buick Electra 225

Engine: 401 (6571cc) V8 bored 60 thou over to 410 cid 4bbl Carter

Factory power output: 325hp (242kW) at 4400 rpm, 445lb/ft (603Nm) torque at 2800 rpm

Transmission: Twin Turbine Drive automatic

Rear axle: Buick Torque Tube semi-floating rear axle with hypoid gears 3.23:1 ratio

Suspension: Ball joint front suspension, coil springs front and rear, front stabiliser, track bar, hydraulic shocks all round.

Brakes: Power assisted finned aluminium drums front, finned cast iron drums rear. Total lining area 218.03 inches

Steering: Power assisted recirculating ball

Exhaust: Factory exhaust manifolds, all stainless steel back from there built to factory spec with one massive muffler and dual exhausts

Electrical: 12-volt Delco-Remy system

Weight: 4650lb (2109kg)

Wheelbase: 126.3 inches (2328mm)

Length: 225.9 inches (5792mm)

Wheels/tyres: Factory spec 8.00×15, now running Crestwood 235/75-15 radials

Note: Anthony, as you would expect, is an expert on tyres and points out that many American cars, for instance, will often ride and handle far better with US-made rubber purpose-built for the car, as opposed to fitting Euro or Jap rubber. He has experimented over the years with many different brands, and simply states that the big Yankee cruisers run far better on US tyres designed specifically for the car.

The rest: Electric windows, six-way power front seat, was factory air conditioned (not fitted now) and with a whole swag of Electra 225 standard features besides like back-up lights, glare-proof rear mirror, De Luxe wheel covers, and much more!

OWNER PROFILE

Anthony Wright

Age: 42

Occupation: Managing Director, Drury Tyres

City: Drury, Auckland

Previously owned cars: HQ Holden Commonwealth Games car

Dream car: Owns it, but originally wanted ’59 Cadillac

Length of ownership: 24 years

Ask someone who doesn’t even like cars to name just one American model, and chances are that Mustang will be the word which immediately slides out of their throat. Which is not surprising, considering the overwhelming popularity of Ford’s prancing pony in the ’60s. The 1966 model, last of the first Mustangs, racked up an incredible total of 607,568 units sold for the ’66 model year, broken down into 499,751 notchbacks, 72,119 convertibles, and 35,968 2+2 fastbacks. That worked out to a grand total of 7.1¯per cent of the US car market for a single model that year, a spectacular feat that hasn’t been equalled since and probably never will be.

Design first, ask permission later

The fastback first released for the ’65 model year is, in the opinion of this writer, easily the best-looking early Mustang, and interestingly enough it was designed by Ford stylist Gail Halderman before anyone actually asked him! When the Ford brass finally saw the mock-up it was swiftly approved for production, and became in time one of the most desirable ponies in Henry’s stable.

It was available in a dazzling array of flavours, from a 200-cube six cylinder all the way through to Carroll Shelby’s rip snorting mega collectable GT350. The Mustang 2+2 fastback exuded sportiness, although truthfully only the Shelby and the Hi-Po K¯code Mustang with the Special Handling Pack lived up to the image, the Shelby spectacularly so — which had to be expected for the pedigree and the price tag — and the Hi-Po only just so, though it was still head and shoulders ahead of a basic ’Stang. The standard Muzzies were closer to a ‘Mushtang’ as far as overall driveability went than their more illustrious siblings, with soft suspension, wooden steering, and drum brakes all round.

Clocks the Dials

Christchurch panel-beater and car builder Jason Burke’s ’66 didn’t start life as a hot model, but it sure as hell clocks all the dials these days.

Acting on specific instructions from his son, Jason’s dad Gus Burke bought the ’Stang 15¯years ago in California as a red A¯code automatic (i.e. a 225hp at 4800rpm 289 — 168kW from 4736cc in metric terms) and Jason has owned it ever since,
morphing it over the years into an extremely tight package.

Hard and Fast

My introduction to this car was abrupt and brutal to say the least. Jumping in with Jason I found the race seats had full competition harnesses, which sorta made me wonder. Jason immediately dispelled any lingering doubts I had as to what he built his car for, as we absolutely bloody hurtled around the deserted local industrial area which, for the purpose of this tale, was on private property, of course.

With no camber whatsoever on the road and at speeds that easily clocked the imperial ton, the Mustang effortlessly whistled around what Jason fondly referred to as ‘his’ track. It sat flat as Aunt Maude’s chest at all times, went like the hounds of hell were hot on its hooves, and braked like Michael Cullen facing an impending tax cut for the unwashed masses. In short, a very impressive machine that would blow most late model cars of a similar bent right into the dust pile.

Mexican Wave

The car is a permanent work in progress. Jason began the transformation in 1991 with a nine month rebuild. Back then he started out with a red fastback, jacked up in the rear, no doubt carrying ghostly echoes of former owners shouting “Ariba Ariba” as they chugged tequila steadily away, but the ’Stang has come a long way over the years.

Green was the hue that got the nod, originally with two black Falcon GT-style bonnet stripes, though the scheme was changed in ’95 to green with full length white stripes, creating the look that has endured to this day.

Power Packed Pony

The 289 has always been the rev machine of the Windsor family of engines, and this one got bored 30¯thou over with flat top pots, shot peened rods, an Isky Mega cam, roller rockers and a pair of severely ported and polished 289 heads. It easily winds out to over 7000rpm. The pony’s powerplant got a Cobra dress-up kit to make it look pretty whilst working hard. A single plane Wieand manifold with a 650¯Holley double pumper sat on top, and Acel electronic ignition took care of sparking duties. A set of JBA performance ‘shortie’ headers, chosen for ground clearance, run back to straight mufflers through a 2.5-inch system. All told Jason, being a typically conservative Cantabrian, reckons the mill pumps out 300¯horsepower (224kW), and after my rapid ride round his ‘track’ all I can say is, “Yeah right!”. Felt more like 350-odd steroid-ridden ponies to me, but I suppose modesty is the name of the game eh, Jason!

Shelby set-up

The slushbox was hiffed away eons ago, replaced by a T5 manual ’box out of an ’89 Mustang, with a McLeod 10.5-inch clutch, running back to an eight-inch rear end with 3.55:1 Auburn Positraction, ensuring all the power gets to the pavement.

The suspension, with KYB shocks all round, has been lowered substantially with the rear leaf springs having an under-ride bias, and the front A arms were lowered, with the lower top control arms set up like the Shelby GT350. The steering also met with the same snakelike fate, with longer pitman and idler arms to quicken the steering. Jason reckoned he might as well copy the GT350, as Carroll Shelby’s engineers got the dynamics right a long time ago and it doesn’t pay to mess with success.

Ain’t no Old School here

The brakes are anything but old school engineering though, with Baer four wheel disc brakes comprising the ‘touring’ set-up with 13.5-inch (345mm) discs up front and 12-inch (308mm) rear with twin pot callipers all round.

Budnik Prisim 17×7 alloys with 215/45-17 rubber fill the front guards, with Budnik 18×8 and 245/40-18 rubber bulking out the back.

The interior looks just as smart, with a Budnik Billet steering wheel matching the alloys, and the aforementioned competition seats and racing harness complementing the otherwise stock black interior.

The Long Arm of the Law

As smart as this Mustang looks, it ain’t no show pony like so many other fully restored examples. This car gets driven hard, and frequently sees the upper reaches of the tachometer. That’s what it was originally built for, and despite Jason’s ever-increasing workload he still finds the time to give the old tart a good thrashing from time to time. Once he was pulled over by the long arm of the law, clocked at 189kph, which is a big ticket item, not to mention immediate impound, for anyone foolish enough to do it these days (this was some time ago). Luck was riding in the shotgun seat that day, with a non-PC copper who liked the car so much Jason was simply told to go home and behave himself, no doubt thanking his lucky stars.

Headless Hawk

Luck must be on his side on a regular basis, as he was telling me of a time when he was caning the Muzz up a country road at a fairly good rate of knots when he hit a hawk, and the luckless bird proved to be no match for the charging pony, totally disintegrating. Totally involved in the bird’s spectacular demise, Jason then looked up just as he was on top of a sweeping corner, felt his hindquarters glue themselves to the seat, and promptly shot off into the shingle, but emerged unscathed just a tad paler! Of course Jason doesn’t drive like a demented speedster constantly, but with a car that is built to handle, brake, and go like crazy, with a skilled driver at the helm, driving ceases to be a chore and becomes pure unadulterated adrenaline inducing fun, and after all isn’t that what owning a V8 should be all about?

Specs

1966 Ford Mustang 2+2 Fastback

Engine: 289 Windsor bored 30 thou over, flat top pistons, shot peened rods, Isky Mega Camshaft, roller rockers, ported and polished heads. Wieand single plane intake manifold, Holley 650 double pumper, Acel Electronic ignition. Cobra dress-up kit

Exhaust: JBA Performance ‘shortie’ headers, straight mufflers, 2.5-inch exhaust.

Drivetrain: Mustang T5 five-speed manual, McLeod 10.5-inch clutch, eight-inch differential with 3.55:1 Auburn Positraction limited slip.

Brakes: Baer Touring four wheel discs, 13.5-inch front, 12-inch rear (or 346mm front, 308mm rear), twin pot callipers all round.

Suspension: KYB Shocks all round, severely lowered with rear leaf spring under-ride bias, front A-arm lowered, lower top control arms set to Shelby GT350 specs.

Steering: Recirculating ball with longer pitman and idler arms than standard.

Wheels/tyres:

• Front Budnik Prisim 17×7, 215/45-17 rubber

• Rear Budnik Prisim 18×8, 245/40-18 rubber

Owner Profile

Owner: Jason Burke

Age: 35

Occupation: Director, Burkes Metalworks.

City: Christchurch

Currently owned cars: 1966 Ford Mustang 2+2 Fastback 289, 1973 Chevrolet Corvette Stingray 350, 1970 Chevrolet Camaro RS 350, 1968 Chevrolet Camaro 350, 1993 Pontiac Trans Am 350 LS1, 1970 Plymouth Barracuda 452 Custom

Dream Cars: Would like to own a ’68 Dodge Charger and has always had a hankering to build a lead sled.

Built to celebrate the winning of the 2003 DTM race series in Germany many this is not your usual road car. we found one right here in New Zealand

19s up front. 20s gracing the rear. Huge flared wheel arches. At first glace you could be forgiven for thinking that a boy racer has got his mitts on a Merc and done his best to give it some street cred. Only there is a menacing almost hypnotic atmosphere about this two door Benz that suggests more than boy racer add ons. A closer look suggests this isn’t just a bolt-on go fast kit.

The rear wing even looks like it could actually serve as a functional device. As one slides into a fitting race seat with a six-point harness you soon realise this is not your ordinary Mercedes Benz CLK with a few show off bits. The seat is just one of the many hints that something special is going on here. Once the six points of restraint have been firmly clicked into place I become aware of the carbon-fibre surroundings. It’s everywhere. A quick glance over my shoulder reveals the extent of the lightweight materials use. No longer are there the token back seats.

The ones that convince a buyer of the bread and butter CLK that it can transport more than two in comfort.

Just more carbon-fibre to be found back there¦ And a roll cage! Hang on a second. What’s a roll cage doing in a Benz? And what’s more what’s a roll cage doing in a Benz that is standard, out of the box, come as you are factory type Benz.

Another glance around the cockpit the CLK-DTM starts to reveal more of its pedigree. More carbon¦ And yes more carbon! The paddle shift tucked in behind the steering wheel is a real sign that there is a lot on offer here. The badge on the centre console starts to really sum things up. 1 of 100 it reads. Yep. There are only 100 of these little beasts being made for the world market. And the Yanks are getting none. But we found one right here in New Zealand.

Power to burn

But all this is quickly forgotten when the hand built 5.5 litre SOHC V8 is coaxed into life. No this really isn’t your usual Mercedes Benz. Not with all those ponies lurking under the hood! The overture from the exhaust even at idle would suggest the edict from the top brass at Daimler Chrysler to the engineers was to do as they wish. There is no hiding the fact there is something special lurking up front just waiting to be unleashed. This power plant is built under the AMG ‘one man, one engine’ philosophy.

Each engine has been hand built by just one engineer at the factory. Take one 5439cc-supercharged V8 that powers other modes of transport from AMG, give it that special one on one extra attention; you’ll end up with no less than 434kW arriving at 6100rpm. Of course, having eight cylinders in a vee configuration and a blower, the torque figures are right up there as well. A tree stump pulling 800Nm at 3500rpm to be exact! To top it off 690 of the 800Nm is ready for you to play with at a mere 2000rpm. Needless to say the throttle response is mind altering.

Luxo rocket

Out on the road the ride is quite refined for a mode of transport that can take out the exotic supercars of Italy. With the 5 speed AMG trans selected in full auto mode you can just potter along in the traffic. A supercar beater that you can really take to the corner dairy for the milk. Of course with its rather unsubtle exterior there is a lot of rubbernecking going on that can hinder one’s progress to the dairy. Around the streets of a busy city don’t plan on getting anywhere in a hurry. This is a real traffic stopper. But it’s not the first glance that gets the bystander. It’s the second take when they realise what they have just witnessed.

Once free of other cars the other side of this seemingly mellow beast is free to express itself. And express is the word. With a grin and a flick of the paddle shift the pilot unleashes all 582 units of power. What follows can only be described as pure racecar. It’s often said by motoring journos that a car has race like performance¦ But this CLK DTM really fits that shoe. The delivery of power is instant and relentless all the way up to 7000rpm. At this point the soundtrack is unbelievable. All signs of sound deadening were absent as the carbo fibre interior resonated to the tune of the supercharger.

Touch the redline then select another cog¦ a very fast operation with the AMG tricked box that also makes its home in the SLR¦ and she’ll step out big time and put the Dunlop 285/30/20s to the test. A test that is passed with flying colours as at no point does the car feel like it’s going to do anything that will require a change of ones under garments. One thinks that the electronics on board are doing an amazing job in keep the forward momentum piling on.

Stop

That rate is what the 6 pot front callipers are fantastic at hauling in. 360mm front rotors and 330mm at the rear coupled with ABS bring this pocket rocket to an organ altering halt.

Off camber and pot holes at huge speeds and braking is a breeze¦ and very nerve racking for the passenger, me. I even went for the death grip! All I could think was ‘I’m in a Merc so I should be alright’.

It’s this ability to stop, corner and accelerate that makes this an extremely fast package. In the right conditions (like the awesome Autobahns of Germany) the CLK DTM will hit its limited top speed of 320kph without any fuss. Limited to 320kph one asks. The general train of thought by the world’s media is that left untapped the CLK would outdo the mighty SLR in the top speed stakes. And that just wouldn’t be right now, would it?

Photographers Dream

We arrived in one piece at the chosen location to capture the beast onto the compact flash card of my Canon EOS digital camera. This car is one of those vehicles that photographers dream of shooting. The lines just lend themselves to the lens. Mind you the adrenalin had to settle before a shot could be fired. So at this point another victim was installed in the passenger seat for a ride to remember. The sound track from the outside the car is just as impressive as from inside. As the silver streak disappeared into the distance it sounded like the front row at Bathurst!  Upon its return the smiles couldn’t be any wider. Another passenger that will not forget the CLK DTM in a hurry.

A huge thanks to Rick (thanks for your time) and the team at Armstrong Prestige in Christchurch www.armstrongprestige.co.nz. You never know if you like what you see in this article and you’re quick it just might be yours. Give them a call.

Specs

CLK DTM AMG

Engine: 5439cc SOHC 3 valves per cylinder supercharged V8, 0.85bar boost, 97mm bore, 92mm stroke, 10.5:1 compression, 7000rpm redline

Driveline: AMG SPEEDSHIFT 5 speed auto with sequential shift, multi clutch limited slip diff (60% lockup under acceleration, 40% under deceleration)

Suspension/Brakes

• Front: McPherson three-link front suspension, anti-dive device, spring and shock absorber units with adjustable coil springs and gas-filled shock absorbers, anti-roll bar

• Rear: Multi-link independent suspension, anti-squat and anti-dive device, spring and shock absorber units with adjustable coil springs and gas-filled shock absorbers, anti-roll bar

• Front: 360mm vented disc, sixpot calliper

• Rear: 330mm vented disc, fourpot calliper

Wheels/Tyres

• Front: 19×9 AMG multi-piece alloys, 225/35/R19 Dunlop Super Sport Race
• Rear: 20×10 AMG multi-piece alloys, 285/30/R20 Dunlop  Super Sport Race

Performance: 582hp@6100rpm, 800Nm@3500rpm, 0-100kph 3.9sec, 0-200kph 10.9sec, top speed 320kph (limited)

Some car guys take themselves and their prized rides so seriously that they almost turn into the car themselves. Mr Óber-Dweeb morphs into Classic Muscle-car Man. And it’s a sickening sight, as they condescendingly look down on ‘lesser’ mortals, while loftily standing alongside their pristine matching numbers, restored to within an inch of their lives, never driven or hardly sat in, museum pieces on wheels. Most of these ‘car guy’ types would wet themselves in abject fear if they actually stomped on the throttle, and found out just what their beloved muscle car was built for, goin’ hard and having fun.

All of them would cringe with boundless horror when gazing upon Cambridge dental technician Allan Nicholson’s ’65 Chevrolet Impala convertible. Not only is this car a cut-down ragtop slammed into the weeds, it is an original four-door NZ new right-hooker as well!

Babe Pulling Bowtie

Allan, quite rightly, couldn’t give a toss what anybody else thinks about his Canary Yellow ride, this car was built to hit the Mount’s beach in summertime and pick up the ladies, plain and simple. Just let the good times roll¦

Good ol’ fashioned summertime fun, cruising slowly with the top down, and a bronzed bevy of shapely young nubiles perched on top of the specially-built back seat, with the trick sound system pumpin’ hard.

Allan bought the Impala with this master plan in mind one-and-a-half years ago after a five-year relationship came to an abrupt and sticky end. Needing something to occupy his spare time, he spied the Chev and shelled out the money.

Roof Chopped and Dropped

He kept on shelling out his hard-earned dollars as the Chev, in his words, “wasn’t in very good nick”. Already roof-chopped and lowered, painted silver, the topless Chev (literally, it didn’t come with a roof) was in dire need of surgery. It was promptly handed to Daniel Masters Auto Refinishers in Hamilton, which stripped it right back and applied one of Allan’s favourite colours, Canary Yellow. The previous owners, who had chopped the Chev, had done a good job in engineering the conversion, and there was no need for remedial work in that department. The car was well built and more than able to live without its factory tin top.

After draining his wallet on paint and panel duties, Allan gave it another hammering at CH Allen’s Upholstery in Te Awamutu. But his good mate Shane did give him a hell good deal, and dealt up a new ragtop, carpets, and fully customised the interior with sharp-looking flamed white seats, with matching door and side panels.

He even sculpted the padding behind the rear seat for the abovementioned bronzed bevy of nubiles to perch on. The trunk was given the VIP treatment as well, and was fully boxed, carpeted and flamed.

Low to the Ground with Fat Sound

A fat sound system would have to be a prerequisite for a ride like this, and Allan hooked up an MP3 player with two amps under the dash, one for the six by nines underneath, and a bigger fatter amp to drive the two Fusion 15inch subs boxed out in the boot.

Fat wheels are also part of the package, with a set of 18” by 8” 150-spoke wire wheels all round, with 235/35-18 rubber holding the big Chev on the road. Super Low King springs give the Impala that down on the ground look, without Allen having to resort to hydraulics or air bags. A lot cheaper, way easier to operate, but the Impala still has the low rider look, and that’s what counts.

$30k later

Mechanically the old tart is unmolested, not being built for stupefying speeds. Chev’s trusty 283 sits between the rails, much as it did when the car was new apart from being de-loomed, but it’s stock standard in specification, with the original 2bbl and cast iron intake, and a Powerglide hooking up to the Bowtie small block.

Normally a bullet-proof trannie, Allan’s ’Glide has just carked out, and is currently being rebuilt. Cast iron standard exhaust manifolds go back to a twin 2.5-inch system, with a pair of HSV mufflers spittin’ the spent gas out the rear. Factory drums all round take care of stopping duties. Add a rewire to make sure the whole nine yards doesn’t go up in smoke, and the Chev was ready to roll 12¯months and $30k later.

The Best Laid Plans¦

It was warranted and registered on December 24, last Xmas Eve, and Allan and his mates were eagerly expecting to put the ragtop Impala through its babe-pulling paces, but as we all know, the best laid plans of mice and men can turn to custard in a flash (never did figure out how the mice worked their way into that old homily).

Not only was the car ready on Xmas Eve, but it was his first night out with Sally, and you guessed it, she is now his fiancee and expecting their first child. So no road test of pulling power eventuated, much to the chagrin of Allen’s mates, no doubt!

Of course Allan would probably get a thick ear, or worse, if he took the Chev out on the pull, but he’s just as happy cruising around with Sally at his side.

Gizmo Garage

Proper car guys, as opposed to the Óber-Dweebs, are hard to keep contained and Allan is no different. He owns a few acres outside Cambridge that are progressively being subdivided into sections, and intends to build the couple’s dream house on the best bit. Sally is pleased with the log cabin-style design but is horrified that the garage will be larger than the house. She hates guys that spend all their time working, playing, and just generally fooling around with cars. Well Sally, this garage will hold eight cars, have a hoist, all the gizmos, and no doubt Allan will spend more than his fair share of time there!

High Horse Rice Rocket

The garage won’t just have a stash of V8s, even though Allan’s past rides include a ’68 Impala 327 coupe, and a tunnel-rammed 331 Chev-powered SL/R 5000 Torana that ran 12.6 sec ETs. He currently owns a Subaru WRX that has been played with a tad, with a bigger turbo and injectors, and much more besides. That car is off to the Possum Bourne workshop in Pukekohe to get the gremlins sorted out of the fuel delivery system, and should be seriously quick. His next mission is also rapid, a tubbed Mazda RX-7 Series¯III, with 15” Simmons alloys all round, but the back ones are 15” by 14” running 18.5-inch wide Hoosier rubber! Not your normal RX-7 rice-rocket by any degree, and there’s a 600-horse (447kW) rotary engine sittin’ on the bench, waiting to be installed, and this project, Allan reckons, will all come together mid next year.

Older Bro gets the Go

A slot in his new garage is being kept for his dream car, and one of the sections he is carving off his block of land is earmarked for this special vehicle. Allan wants a dose of pure Maranello muscle, in the form of a bright red late model Ferrari. He hasn’t turned his back on the old school V8 world entirely, and has plans to get his mitts on a cherry ’65 Chevrolet Impala coupe not too far down the track. This one will keep its roof on, but.

And the Canary Yellow babe-pulling Impala ragtop? Well, Allan has done a deal with his older brother, selling him the Impala outright. However, he has inserted a cunning clause into the agreement that boldly states big bro’ has to give him back the Chev this summer so he can go cruising Mount Maunganui beach with his mates. Could be a recipe for trouble, but sure as hell sounds like the boys just wanna have some fun.

Specs

1965 Chevrolet Impala

Body work/panel and paint: Daniel Masters Auto Refinishers, Hamilton, Stripped Chev right back and then applied Canary Yellow paint, conversion had already been done, was of good quality so didn’t have to stuff around with that

Interior: Shane at CH Allen’s Upholstery, Te Awamutu Totally retrimmed car in custom white, flamed upholstery, including pad behind rear seat, door and side covers, fitted new carpet, made custom ragtop, boxed and carpeted boot.

Wheels/tyres: 18” x 8” 150-spoke wire wheels, 235/35-18 rubber all round

Suspension: Super Low King springs all round

Mechanical specs: De-loomed, but that’s it, 283 V8 is totally stock standard right down to Rochester 2bbl carb, cast iron intake and exhaust manifold, with no internal modifications whatsoever. Power rating for this mill when new was a mind-numbing 195¯ponies at 4800rpm. Transmission is GM’s normally trusty (see text) Powerglide two-speed automatic. Exhaust is a 2.5-inch twin system with (yea!) after market HSV mufflers. Brakes are factory drums and the cooling system is stock Chevrolet that seems to get the job done just fine. Diff is also stock GM 10-bolt

Audio: MP3 head unit, two amps under dash panel, first one drives under-dash six-inch by nine-inch, second amp drives two 15-inch subs fully boxed in the boot

Performance: You have got to be joking, car looks cool and cruises nicely, what more could you ask for?

Owner Profile

Allan Nicholson

Occupation: Managing director, A1 Dental Laboratory Ltd

Town: Cambridge.

Previously owned cars: ’68 Chevrolet Impala 327 two-door hardtop, ’74 Holden Torana SLR/ 5000 tunnel-rammed 331 Chevrolet V8

Currently owned cars: ’65 Chevrolet Impala custom convertible, Subaru WRX, Mazda RX-7 Series III, tubbed with 18.5-inch wide Hoosiers on rear and a 600-horse rotary waiting to be slotted in!

Dream Car: Late model Ferrari (gotta be red)

Car’s History: Bought car one-and-a-half years ago, had already been chopped down into a two-door convertible but needed further work, didn’t even have a roof

Reason for purchase: Had just ended a five-year relationship abruptly and needed something to occupy spare time other than work!

Build time: 12 months

People to thank: Daniel Masters Auto Finishers, Shane at CH Allen’s Upholstery, Good mates Ivan and Neil for helping out with the car