Mustang with Ford Falcon I6T (PICS - post 9)

Discussion in 'Modified / Tuned Cars' started by Aych Es Vee, Sep 16, 2008.

  1. #1 Aych Es Vee, Sep 16, 2008
    Last edited by a moderator: Apr 25, 2016
    Mustang with Au Ford Falcon inline six, turboed.

    pictures -
    dyno tune -

    DO WANT.

    If I find jpegs, I will post.
  2. Mustang with Au Ford Falcon inline six, turboed.

    So bloody hard to find pics!

    I thought I was on to something but it seems there's a teal show Mustang called 1TUF65 while this one is ITUF65. I think. It's a little hard to see from the youtube video (@3:39)
  3. Mustang with Au Ford Falcon inline six, turboed.

    good idea
  4. Mustang with Au Ford Falcon inline six, turboed.

    Lol nice
  5. Mustang with Au Ford Falcon inline six, turboed.

    I actually really like this. Whould have gone for a different colour though.
  6. Mustang with Au Ford Falcon inline six, turboed.

    I cant find jpegs!!! <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/sad.gif"></A>
    Also, it would have been slightly more cooler with a BA/FG engine.
  7. Mustang with Au Ford Falcon inline six, turboed.

    Quality work, almost looks factory.
  8. Mustang with Au Ford Falcon inline six, turboed.

    I seriously can not find pictures <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/sad.gif"></A>
  9. #9 Aych Es Vee, Sep 17, 2008
    Last edited by a moderator: Apr 25, 2016
    Mustang with Au Ford Falcon inline six, turboed.


    Citrus skin
    Feature Car
    June 8th, 2007
    by: Luke Oxley

    “I’ve wanted a Mustang ever since I got my licence. Originally it was suppose to be just a standard rebuild but I went to a Mustang show and there were about 100 Mustangs there. I was there for about 30-minutes and left. They were all the same: don’t get me wrong I liked them but I wanted mine to turn heads,” says Mustang owner John Colaidis.

    John isn’t foreign to the idea of a high powered six cylinder turbo. His previous ride, a 10-second 250-crossflow XF Falcon was a valuable stepping stone in building the Mustang. John adds, ”The fact that I could drive it anywhere including to Calder Park, put slicks on it run a 10-second pass and then go out for a cruise on the way home showed to reliable LPG fuel can be when setup right. I’ve had a lot of help from Jason Ghiller in building both cars”.

    The GASMAN as he is known, Jason’s own XE turbo six was the first and still is the only LPG fuelled car to run a 9-second quarter mile pass in Australia. With that knowledge on board, John was keen to replicate a similar power-train into the Mustang. “We both learnt a lot from that car so mine’s a little different in the engine department. Hopefully we’ll those changes correspond at the track,” says John.

    Acquiring the car, John imported two examples from America and converted this one to right-hand-drive and sold the other off. Upon a full tear down it was discovered the body was a little worse for wear that originally thought. “When I got the car I bead blasted it and boy was that a nightmare. It needed two rear quarter panels and a left hand seal rear valance. The engine bay was smoothed off as well. I have to give a big thank you to John and Jarrod for all the body work. The paint is House of Kolor Tangelo”.

    While the guys were working away on the body John got stuck into dummying the engine up. Any Mustang owner will tell you just how narrow the bay is and John was keen for it to look as neat as possible. Taking a quick glance it’s easy to assume the car runs on regular petrol. Twin B2 gas converters are mounted down low beneath the intake plenum. An APA tank provides feed while a Gas Research throttle body is also employed. If you’ve ever dealt with LPG then you’d know that powerful spark is extremely important. A complete Crane Hi-6 ignition amplifier and high energy coil was a must. Controlling delivery is a Haltech IG5 ignition only computer. There’s also a custom water injection system that operates automatically under boost.

    “Ari from Preston Automatics and Differentials has helped me out a great deal. He fabricated the engine mounts to suit the transplant and the custom plenum. He also made the turbo manifold, catch cans and complete exhaust system. The dump pipe was a little tricky. It’s 3in off the back of the turbo and then flares to 4in before splitting to twin 3in stainless pipes. I’ve used a few braided lines, but not too many as they can clutter the bay. The power steering was relocated to the other side too”.

    John continues, “My engine is pretty much the same as what Jason built for his XE with a few different things I learnt while driving that car”. The 4.0-litre is an AU Falcon block was assembled by Tom Stamatis. SPS 8.0:1 forged pistons and steel h-beam connecting rods are spun by a stock crank while upstairs the head is quite sedate still retaining factory Ford port castings. The only modifications are valve springs and a custom 510 grind Crane Cams camshaft. The block uses an OEM oil pump and aluminium sump. Cooling is aided by AU thermo fans and a Race Radiators aluminium radiator. Even with the large custom intercooler close in front, water temperature sits at a safe 180-degree.

    Turbo selection is a Garrett GT42R with a 45mm Turbosmart waste gate plumbed into the exhaust housing. A Turbosmart eBoost was also installed. Given the Ford’s large 4.0-litre engine capacity, turbo lag and throttle response is extremely good compared to most high powered six cylinder setups. “I’ve just had the car on the dyno and it made 470kW (630hp) at the wheels on 29psi boost. We think we may be starting to reach the limit of the current LPG fuel system. That’s more power than anyone has made on LPG so it’s all still a bit of a learning curve. I’m confident the car will make 500kW given time as we have plenty of things we’d like to experiment with yet”. Remember that power is on pump fuel so how the car is raced at the track is exactly the same as how it’s driven on the street!

    Owning a car that looks as good as it goes, John wasn’t interested in a drab interior. “Chris at Inseat Comfort and did a great job hand stitching the roll cage, it’s definitely a stand out feature of the car”. The 6-point cage was fabricated early on in the build by Frank and Dandenong Engines. The seats and roof lining was also re-trimmed and Autometer gauges fill out the dash.

    Traction is obviously pretty important but getting power to the ground in the first place is just as vital. Preston Autos came to the party in securing the drive-line. John adds, “The box has the best of everything. It’s a C10 with a manual valve body, reverse pattern, trans-brake, Vasco shafts, rollerised modified clutch drums and pump. Andrew also fitted a 6-pin planetary billet servo. The C10 bell housing was designed by Andrew to suit the 4-litre conversion. He preferred to use a C10 over the C4/9 because of the fact the pump bolts to the bell housing/case”. A 3.5in tail shaft meets up with a CMG Engineering designed 9in that houses a 3.25:1 steel centre and 31-spline billet axles.

    John has spent a lot of time researching suspension options. A coil-over rear end was preferred but dismissed due to engineering difficulties. RRS struts and custom sways bars give a firm ride and increasing traction is a set of Caltrac bars. A VT Commodore brake upgrade is up front. “I am looking at setting up the RRS 3-link for the rear as I’ve heard a lot of good reports about them”. On regular road tyres, traction at any speed is non existent. John has wisely stuffed a pair of beefy Mickey Thompson 275/60/15 ET Street radials that look killer on 15in Weld Aluma Star rims. Keen to see what the car can do, John is after a time-slip well into the nine second zone. Judging by the attention to detail and the knowledge gained from previous rides we have no doubt he’ll get there. John admits that die hard Mustang owners may not agree on his build approach, not that that worries John, he just wants to go fast!
  10. and 2 wallpapers (1280 x 857...<A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/confused.gif"></A>)
  11. 'bout time too.

    Nah good find mate

  12. cool, but bleh on the color and too bad it's a notch.
  13. Notches are the shit. Every 65-66 show car is a fastback
  14. Notches are kooool
  15. Do want.
  16. That is one engine that I constantly wonder why we don't get in anything in America. Truly badass swap, and I love that it runs on LPG. Thumbs up to this one.
  17. and in 2010 its going to be gone because of emissions laws, and its being replaced by an American V6 <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/sad.gif"></A> <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/sad.gif"></A>

    I like my Falcons with inline sixes damn it.
  18. Because the only thing Ford could use it in is the Mustangs. Americans like lazy FWD Honda garbage
  19. Seriously? Lol Ford Aus is going down the shitter at a mega rate of knots.
  20. Yea, and the funny thing is, its not even their fault.
    Ford HQs fault for not giving them a budget to match Holden, so that Ford Australia could export the Falcon and make more money.
    I dont get how it all works, but you'd think they'd be much better off if they could export...

    but yeah, now they dont even have the budget to update their inline six for the new emission standards.... which is one of the best I6s ever made, from any company, and Ford HQ is letting it go away. I dont get it <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/confused.gif"></A>

    Ford Aus is most likely dropping their V8 too if you didnt know that. Its too big, and heavy and outdated, and the 6 cylinder kills it in power AND torque...
  21. Hopefully now events like Bathurst won't be the total snooze-fest they are and they'll go back to having other manufacturers and classes like the good old days.

    Fingers crossed.

Share This Page