Australian Penthouse

The original plan was to go for a fake Hoey, but the problem is that you can’t get a rolling Falcon shell for under 10 grand these days and parts are near impossible to come by. Ziggy’s Hot Rods boss, Greg Sadler, persuaded the client to consider a Mustang: “They’re easier to find, they retain value and parts can always be sourced”, claims Sadler.

With the decision made to go with the Mustang, Ziggy suggested a practical finish that would be easy to maintain, but the client simply wouldn’t have it; he rejected recommendations of a low-gloss, satin-finished engine bay in favour of the full show car under-bonnet.

The same mindset was extended to the interior, exterior, boot and undercarriage of the car until what they finished up with was a race car built to show-car specs, or should that be a show car built to race-car specs? So precise was the finished product and quality of workmanship that Ziggy’s creation took out a Top 10 award at Canberra’s Summernats 2011.

From the outset, the concept was to build a timeless classic and not a trendy fashion statement that would be dated before the paint was dry.

The overall concept of the build was a throwback to the classic feel of 1960s Mustangs. Influences such as the handcrafted quarter windows and 1969 Boss-style bonnet scoop set this car apart from the crowd. It was important for all modifications to flow into the car rather than draw singular attention.

The decision to bypass the use of electronic fuel injection was a conscious one in a bid to keep with traditional 1960s muscle car design and retain the classic, raw horsepower feel of the era.

The workmanship that has gone into the body of the car is nothing short of mind-blowing when you look beneath the surface. Every single centimetre of the body has been manipulated in some way, a process known as “surfacing”.

The front guards were sliced and shifted closer to the bonnet. A similar approach was taken on the boot lid to achieve the mandatory three millimetres throughout. The body sills, lower quarters and rear beaver panel were all handmade and designed to extend a further 40 millimetres lower than standard to help achieve the vehicle’s tough stance.

For what was intended to be a race car, this may sound like overkill, and perhaps it is, but the end result unashamedly embraces the best of race grunt and classic road style.

The interior sports a sharp, clean and simplistic finish while stylishly housing all the race-required equipment. The roll cage was built into the interior’s trim in order to meet both race and show specs and incorporates an X-frame with harness mounts. Gauges, air vents and audio controls are rounded to fit in with the era of the car’s design.

The gauges were all designed by Ziggy and then custom-made, while the Clarion control pod is a marine unit. The entire audio system, with the exception of the Clarion control pod, is hidden within the vehicle’s trim work and interior panelling so as not to detract from the race feel.

The Muzzy is powered by a 427-cubic inch small-block Windsor. The mill is estimated to be capable of around 650 horsepower and was built by Pro Flo Performance. As you’d expect with a project originally intended to produce a race car, the pennies weren’t spared on the internals.

The air/fuel mix is supplied by a Holley 850 carburettor via an Edelbrock manifold. The mix is then compressed into the Edelbrock heads by a set of JE competition pistons and the crank shaft and conrods are heavy-duty Eagle units. Ignition is handled by an MSD Blaster. Removal of the exhaust gases is provided by Ziggy’s own dual system matched to Flowmaster mufflers.

Getting all of that power to the back wheels requires the correct driveline set-up in order for the car to be competitive on race day. The gearbox is a Tremec TKO five-speed manual with a McLeod clutch in front. The diff set-up is a Strange six-inch 3.5:1 PosiTrac.

Stopping power on the Muzzy is provided by a set of Baer/Alcon six-piston monoblock brake callipers with 13.5-inch rotors, while cornering and stability is handled by TCI with RSS struts and Eibach springs up front. Triangulated four-link suspension and Varishock adjustable shocks are installed at the rear.

This is one of those cars where the more you look, the more you find. This classic Mustang represents American muscle car royalty. Tough and raw yet also sophisticated and easy on the eye.

With all the blood, sweat and tears that has gone into this automotive work of art, the million-dollar question is: Will the owner race it now that it’s complete? Greg Sadler says the owner is yet to decide, but if this creamy classic was yours, would you?

It’s a war that has raged for decades. It’s a conflict that has divided families and friends. Both sides have fired their heavy artillery, but neither has landed the killer blow. This is the battle between Ford and Holden. Now the motoring rivalry that helped define our nation enters its next phase with one manufacturer unleashing its most powerful vehicle while its foe has created its most advanced vehicle.

Last year saw both Ford and Holden wheel out their biggest guns yet—the new FPV GT and the new HSV GTS E3, respectively. In the red corner is the HSV, and the first thing that strikes you is just how extreme the car looks. Some auto companies have spent millions of dollars on safety.

Volvo has poured plenty of cash into developing smart systems that can detect obstacles, such as pedestrians, and automatically stop the car to avoid a crash. HSV, on the other hand, has developed its own unique way to avoid hitting old ladies. Rumbling through the streets of Sydney, the bright yellow HSV GTS E3 sends people scurrying back from the curb as soon as it gets within earshot.

That grumble is thanks to the new bi-model exhaust that lets the 6.2-litre V8 roar. Add to that the snarling nostrils, outrageous flared guards and over-the-top black grille and there’s no questioning the latest HSV’s road presence. It doesn’t just say “Look at me!”, it says “Get out of my way!” Subtle isn’t a word in the vocabulary of the team at HSV HQ. And that’s a good thing.

It’s helped Holden build some of the most brilliant performance sedans, not just in Australia, but around the world. It was a HSV GTS that helped convince the bigwigs at General Motors in the USA that the Holden Commodore and Monaro were good enough for export.

In the UK, where the vehicles are sold under the Vauxhall badge, they are regularly compared with the more expensive German super sedans from Mercedes-AMG, BMW and Audi. For all the theatrics and seemingly simple design, HSV has developed some of the most technically advanced cars that money can buy.

The GTS already offers MRC (Magnetic Ride Control) and a state-of-the-art shock-absorber system borrowed from the iconic Chevrolet Corvette, but the E3 also packs HSV’s latest hi-tech toy: EDI (Enhanced Driver Interface). Basically, it’s a data-logging system similar to that found in modern racing cars.

It allows the driver to record and study everything from speed and revs to G-forces and the amount of slide through the corners. But the aggressive body kit and all the gizmos can’t hide the fact that HSV has lost power bragging rights to FPV. Ford’s new GT may not have so many clever toys, but it can lay claim to being the most powerful production car built in Australia today.

Its new supercharged 5.0-litre V8 pumps out 335kW, giving it a 10kW advantage over the Holden. FPV has ploughed all its development money into the new engine, mainly because its old 5.4-litre V8 was sent to the scrapheap after failing to pass strict new emission laws. While the basic 5.0-litre power plant comes from Ford America, the impressive supercharger is an all-Aussie addition.

It was developed in partnership with local engineering ace Ron Harrop, who has an extensive background in motorsport which includes driving for the Holden Dealer Team alongside the late, great Peter Brock.

The good news for FPV is that the new engine is awesome; it revs hard and pulls strongly. The bad news is that the engine is so powerful it overwhelms the rest of the car. The gearbox, clutch, brakes and steering just can’t keep up with all that grunt.

Which is the better car? Well, that depends on what you’re looking for, or what side of the battle lines you sit on. The Ford has the power advantage, but can’t make full use of it. Conversely, the Holden is technically brilliant and great fun to drive, but also confronting to look at.

The real winner, of course, is the car-buying public. With both sides desperate to constantly outdo each other, Holden and Ford have succeeded in pushing the design and performance of Australia’s iconic vehicles to new heights, to the benefit of all.