THE CARROTISSERIESUSPENSIONENGINEBODYPAINTINTERIOR
 
THE MISSION  - To put "Mental" back into the word Environ-Mental!

The goal is to rebuild a classic Australian Muscle Car that looks cool and is practical. By modernising a 1973 model Ford Coupe on a planned budget of $25,000, we plan to combine technology, modern components and backyard know-how to construct a unique street machine made with ideas from supercars, classic rides and respected machines.

email : andy@zakphoto.com
 
 
The Dream.... ....The Reality!

 
 
CARS THAT ARE INSPIRING THIS BUILD
The Classic - Interceptor The Power - Veyron The Style - Countach The Legend - McQueen
 

 
THE CAR

Purchased April 2008

On the road outside Hay, NSW - April 2008 Wearing an XC bumper on the rear
 
 
 
 
 
 


 

ROTISSERIE

 


Homemade from
75mm X 75mm RHS,
mounted to existing bumper holes.
Round plate at front has locking holes for easy step positioning
 
 
Centre pivots have bearings for easy rotation,  June 2008
 
 
 
 
 
 

 
SUSPENSION - Rear
 IRS (Rear) IFS (Front)
The Rear Suspension - IRS Modfication
COMMENCED JULY 2008 - COMPLETED OCTOBER 2008

 

PROJECT :  IRS (Independent Rear Suspension) upgrade to 1973 Coupe
DONOR CAR A : BA Falcon XR6 Sedan 2003 - DONOR CAR B (Recipient) : Ford Fairmont XB Coupe 1973
OBJECTIVE : The goal here is to fit a modern suspension system into a Classic Australian Muscle Car to provide a smooth ride as well as modern handling characteristics.


(ABOVE) Image of Dana IRS cradle/suspension used in modern Australian Ford Falcon sedans
 

2003 BA Falcon XR6 (IRS suspension)
PHOTO FOR ILLUSTRATION PURPOSES ONLY

1973 model Ford Coupe (leaf spring suspension)
PHOTO FOR ILLUSTRATION PURPOSES ONLY

 

IRS STAGE 1

INITIAL WORK : Suspension systems and drive train from both vehicles have to be measured to correlate difference or similarities to confirm whether the new IRS system is compatible with the design of the chassis from 30 years prior of the XB. After initial examinations the new cradle IRS design positively matches the width along the chassis rails of the Coupe.

XB Coupe Chassis rails = 1100mm apart - BA IRS Cradle mounting holes 1120mm apart. (20mm adjustment needed)

Once measurements were taken from both suspension systems and both chassis designs, then the process of design could be put into place. Using an Automotive Engineer for advice, the new chassis design can be planned and created to suit legal requirements having the necessary strength and rigidity.
The IRS cradle from a 2003 BA XR6 Falcon sedan to be mounted into 1973 Coupe

Disc to Disc measures 1640mm on IRS while Original XB Borg Warner diff measured 1550mm
(IRS is 90mm wider (disc to disc), 45mm each side)
 
XB Coupe 1973 (ABOVE) measurements show details
of chassis rails at rear of car. Original Chassis Rail has varied depths running from front of wheel arch area at 100mm dropping to 75mm at back. A new subframe will be constructed making the rear chassis uniform in height (Car upturned on rotisserie for ease of viewing)		 BA Falcon 2003 (ABOVE) shows a similar cradle design to be retro fitted to the Coupe. The 2003 model Ford has a slightly larger chassis rails and flat design for ease of mounting with its IRS cradle. (6 bolts in total for fitting). The subframe for the Coupe will be similar in design

 

IRS STAGE 2
 

DESIGN  AND CONSTRUCTION OF NEW SUB FRAME

 METHOD : Using RHS Box Tube measuring 100mm (H) X 50mm (W) X 2.5mm (Thickness) to replace the original section of 75mm (H) X 50mm(W) X 2mm(Thickness) that is removed. The new RHS subframe will be welded to the existing chassis rail near the back seats. The new RHS replacement rail will be flush mounted, gusseted and braced and then joined to the at the rear of the car where the original rear bumper mounts are located. The end result will achieve a slightly higher positioned chassis rail (approx 50mm higher) connecting to the original chassis rail through the boot area to allow the IRS cradle to sit at a standard ride height . The use of a similar sized rail to replace the original allows minimal impact to boot area-taking up less space.
The drawing (BELOW) shows a profile view of the new subframe that will house the IRS
The BA Falcon design carries a rail of 110mm (H) X 80mm (W) x 2mm (Thick)
 
 
Fabricating the new sub frame
(ABOVE)  Drilling out holes for crush tubes
 
Circled area (ABOVE) shows ends of original chassis.
This is where the front of the new sub frame is welded		 (ABOVE) Prototype Sub Frame sits on the IRS Cradle. (Front cross brace is to be removed)
 
 
(ABOVE) Profile shows sub frame (in blue)
visible behind wheel arch with new shock mounted		 (ABOVE) Detailed photo of prototype control arm
 
(ABOVE) Shows sub frame (in blue) mounted in boot space and IRS bolted in situ. (ABOVE) Rear mounting plate connects
with original bolts to rear bumper bar


(ABOVE & BELOW) New Sub Frame is in position with a single cross member positioned over rear of the IRS cradle (100mm X 50 X 2.5mm RHS is chosen). Once alignment of the IRS Cradle is completed, it is to be bolted  to the new sub frame (6 bolts) with locater tabs for easy removal. The new subframe (Blue metal frame) which is welded into position to the car replaces the original part of the chassis that is removed to create enough room to house the IRS Cradle with the wheels now sitting comfortable under the rear guards at a good standard ride height. The wheel track is now 2 inches wider than original.
 
 
(ABOVE) Shows detail of IRS cradle bolted to new subframe, looking from rear of car
Detail photo of IRS cradle in situ with sub frame welded near rear seating position as looking from inside car
(Rear guard on right of picture)

15 DEC 2008 - Profile of the Coupe fitted with the IRS with disc brake (minus springs and shocks)
15 DEC 2008 - Rear view shows IRS cradle tucked up nicely under the fat ass body (minus springs and shocks)


Yeah Baby!.........with no Springs the sills sit 70mm off the ground.

 
 

SUSPENSION - Front

 
(BELOW) The 2 other front suspension setups we tried and didn't quite work-although the JAG setup was good

S15 Nissan Strut (200SX)
Series III Jaguar IFS setup
(ABOVE) The 2 other front suspension setups we tried and didn't quite work-although the JAG setup was good
 

The Front Suspension - IFS Modfication
McDonald Bros. Racing - Tubular Wishbone & Coilovers

COMMENCED OCTOBER 2009

After 6 months of R&D and trying out new struts of an S15 Nissan 200SX and then notching the strut towers for more room in the engine bay. We also tried a Jaguar IFS (Series III) that fit nicely with bit of trimming but the Cross member was too thick and the sump hit creating more problems.
 
     

www.mcdonaldbrosracing.com.au
The IFS tacked in - chassis has been reinforced with
3mm plate on all sides
 

The view from underneath with steering rack in place. An EA Falcon rack was used and now replaced with a BA Falcon rack which fits neater. The tie rod bars were machined down and screw cut to match the IFS
Detailed image of engine cross member.

The "new" BA Steering Rack

The BA Steering rack is matched to the IFS. A spacer of 70mm (machined by Sal) is added to one side to match the suspension pivot points to help eradicate bump steer.
The steering arm is shortened and screw cut with new thread by Sal. Steering arm is in line with lower A-arm.
 
 
 
 
 
 
 


ENGINE
Time to fit the engine - COMMENCED JANUARY 2009
 

OUT WITH THE OLD......

V8 4.9L Cleveland with 3 Speed Auto - Claimed 160kw, 2 bolt mains, 2 barrel carby, good for boat anchor although sounds "noice" when revved!

.....IN WITH THE NEW

V8 4.5L QUADCAM-EFI (All Alloy) 4 Speed Auto - Claimed 200kw, 6 bolt mains, quad cam, fuel injected, forged crank, good for 600Hp standard with turbos.......and economical!

Watch a video of the half cut hitting redline
CLICK HERE FOR VIDEO

 

(BELOW) Comparison chart of the Nissan V8 and Lexus V8


Engine Dimensions and specifications plus comparison of Infiniti VH45 and Lexus 1UZ Motors

I found this on a site called http://www.promotive.com.au  Infiniti Engine Summary:  

There doesn't seem to be a lot of info out there on the Infiniti VH45 motors and gearboxes, so here is some basic info to help people with doing conversions. The physical size of these motors is the main restriction in most conversions (apparently it is the same size as a 'big block Chev).  There are a few videos of conversions into a range of cars on youtube. 
The VH45DE is a great choice for any conversion that you want economy, cheap hp and reliability or just huge hp! 

 

 

Infiniti VH45DE

Lexus 1UZ-FE

Type  

   

DOHC 32-Valve V8 with aluminum-alloy block and heads with molybdenum coated pistons

DOHC 32-Valve V8 with aluminum-alloy block and heads.

Displacement  

4.5L.

4.0L

Horsepower  

278 @ 6000rpm

250 @ 5600rpm (SC400)

Torque  

292 @ 4000rpm.

260 @ 4400rpm (SC400)

Bore x Stroke  

93 x 82.7mm

87.5 x 82.5mm

Main Bearing and Support  

6 bolt main bearings (bigger) with cradle support.

6 bolt mains.

Crankshaft  

90 degree forged steel.

Forged.

Connecting Rods  

Steel. (Bigger cross section and diameters)

Cast.

Compression Ratio    

10.2:1.

LS and SC400 – 10.0:1

Induction System  

Sequential multi-point fuel injection.

Sequential multi-point fuel injection.

Port and Manifold design 

 

Long high flow and tuned length intake runners with central plenum.

Log type plenum manifold.

Throttle body  

90mm

70mm

Valvetrain

DOHC 4-valves-per-cylinder with variable valve timing control. Timing chains.

DOHC 4-valves-per-cylinder. Single timing belt.  (less mechanical noise).

Ignition  

 

Direct ignition system with platinium tipped plugs (individual coil per cylinder).

Distributor cap on the end of each intake camshaft.

Maximum engine speed (std)  

6900rpm

6600rpm

Weight (engine plus ancillaries)  

231kg

213kg

Dimensions  

see left image

see left image

Other    

 

 

No adaptor kits currently available, however Nissan Patrol transfer case can be easily added to Infiniti gearbox

Wide range of adaptor kits available

 

10 JAN 2009
The start of a new year meant the start of a new section - fitting the 4.5L Donk.....would it fit?  First we have to see if the motor and gearbox fit before any real work goes on. The motor looks to be the size of a Big Block Chev motor so it may not clear the shock towers inside the XB engine bay.


The luck of having a forklift handy
VH45 and 4 speed auto sits on stands

It's a tight squeeze...and no it doesn't fit.
It's too wide - headers hit the shock towers
Time to get out the grinder AGAIN! These towers need a shave

 

REMOVAL OF SHOCK TOWERS - OCTOBER 2009

Drilling out spot welds to remove strut towers


We have opted for removal of the strut towers and this will give us a blank canvas in the engine bay.
(We have kept the top of one strut towers in position as this has the chassis number stamped to it).


VH45 ENGINE IN POSITION

The motor now sits in the engine bay, with room to move
NEW GEARBOX CROSS MEMBER - Dec 2009
The gearbox gets a new cross member out of 3mm pipe
TWIN TURBO
(Garrett TB3404)
With the engine and gearbox now in place we can start adding the "goodies". A twin turbo set up will fill out the new engine bay and provide a whack of horsepower to the solid alloy donk. All work will be done in house including the custom headers, dump pipe and turbo mounts. We started with T28 turbos but opted for TB3404 as advised from our local turbo specalist. The TB3404 is a Diesel based turbo that is good for about 380Hp each
 
March 2010

Starting with a set of Garrett T28 turbos, each providing about 400Hp we've think we've got the platform for a great setup without too many hassles. Although time will tell.
The top view of the custom machined 4-into-1 turbo collector/flange, hand machined by Sal

ABOVE Shows the left side Turbo flange for mounting the actual turbo is positioned using scrap metal.
ABOVE The original header pipe and the new flanges (15mm thick) with some 40mm pipe reshaped in the vice to make up the new headers for the turbos
 
Feb 2010

Sal machines out the new header pipe flange to match the ports on the heads.		 March 2010

Designing the new headers - Steam pipe bends and 40mm/3mm pipe - turbo flange is at the top

Garrett TB3404 Turbos - April 2010

Holding onto the new turbos-Garrett TB3404...X2
Plain bearing design with large front housing
May 2010
Garrett TB3404 Turbos mounted on the new headers....all under the bonnet
 


This Top View shows the 3 inch dump pipe at the back of the turbo passing alongside the steering arm
(outlined in red box)		  
 
 
 
Radiator and Intercooler - May 2010
Plumbing the engine with some new alloy coolers.
JAR Alloy radiator (VK Commodore), Triple Core-Triple flow which is mounted on a new rail with new top radiator mounts. Next sits a new air-con condenser, in front of that is the twin turbo intercooler which mounts directly behind the grill (75mm thick). Also a gearbox oil cooler is added for reliability.
 

LEFT Alloy Radiator - Twin Turbo Intercooler RIGHT
 
 
 
 
 
 
 
 

 

 

Planned
Fuel
System
Fuel delivery system - Vapour Gas Injection System Tank - Propane Performance Fuel Cell
(to be mounted in bootspace over rear axle)

 
BODY
COMMENCED OCTOBER 2008
STRUCTURAL RUST REPAIRS
Starting with structural rust damage which is repaired before the majority of the body work is carried out. Starting with the Firewall area and A-Pillars. Large sections of rust are removed with a 4 inch grinder, sandblasted and coated with rust dissolver and then coated in KillRust paint before new sections are fabricated and welded into place

15 Oct 2008

(ABOVE) shows before - rust removal in front passenger A-pillar and firewall with top section cut out
(ABOVE) shows after - rust removal in front passenger side firewall using sand blaster
 


(ABOVE) portable sandblaster cost $350

(ABOVE) RH side repaired and re-welded and sprayed with copper weld. Both A-pillars were damaged but repairable with both plate-welding and brazing. Sections of the plenum were sand blasted and coated in KillRust before reassembly.
 
 
PANEL REPAIRS (REAR QUARTER PANEL LOWER SECTIONS)
 
7 Dec 2008
Starting with internal rust repair - removal of inner guards and portion of boot		 Dec 2008

Removing the old sections of outer guard
(RARE SPARES guard bottom left)


Old inner guard

New inner guard using 1mm sheet

Sal prepares the outer panels wearing Japanese safety boots
Preparing the inner guards with custom made
guillotine - Vice and Tin Snips!
 

 
   
   
   
   

 

20 Dec 2008 - Rear Quarter repair
Wrapping the coupe with new metal just intime for Xmas
   
(ABOVE LEFT) New quarters tacked in  (ABOVE) Detail of end caps  (ABOVE RIGHT) New RH quarter panel.
Rear Quarter Panel repairs including MAJOR adjustments with RARE SPARES quarters. A section of metal approx. 10mm added the back of the quarter panels to help match up with the rear stone tray.
 
 

 
 

CREATING A NEW TUNNEL - Feb 2010

The new position of the engine and gearbox means the original tunnel has to be raised 100mm (4 inches). Using exhaust pipe for a brace and support, 1mm sheet and some muscle, we created a whole new tunnel.

Sal is Hand-rolling 1mm sheet with an old Gilmer drive and a template to get the shape of the new tunnel
The new tunnel support (exhaust pipe) creates the frame for the new heightened tunnel - 100mm higher

Creating a new tunnel - hand rolled from 1mm sheet. Tunnel is 4inch (100mm) higher than original to accommodate the new engine and gearbox with a taper at the rear to match original tunnel point
 

 

PUMPING THE GUARDS FOR 12 INCH RUBBER - May 2010
 
To Pump the Guards or not?

With the IRS rear end, its hub to hub width is
actually 3 inches wider than the old standard diff.
Fitting 12 inch wheels is not usually a drama on a XB  Coupe. There is no way this will have cheesecutters on the rear so the guards must be reshaped to suit 12 inch rubber.		 Simmons V5 16 X 12inch

BA IRS comes standard with 16 diameter rims
so these fit over the brakes although they do need a little tweaking. Grinding a bit off here and there on the cradle fixes any clearance issues with the super deep dish, along with some 10mm hub spacers to help the rim bolts clear the brake caliper - nuts on the mesh centre are scraping the edge of the brake caliper.
   
 
 
 
 
 
 
 
 
 
 
 

PAINT

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

INTERIOR
COMMENCED JANUARY 2009

The plan is for a leather style blood red upholstery with 4 bucket seats, 4 point harnesses and full length centre console with original AM Ford radio plus a modern sound system
 

APRIL 2008

How the interior looked at the start with rear seats missing and the front seats not worth repairing. The plan is for a leather style blood red upholstery with 4 bucket seats, 4 point harnesses and full length centre console and original AM Ford radio

 MARCH 2010

XR8 leather and suede buckets ($511 on eBay)
 

BA Falcon XR8 Ute Seats - April 2010

The "new" leather ute seats which quick tilt forward, are covered in leather, suede and embroidered design sit higher than the standard style front seats. The base brackets are then chopped and shortened to lower the ride height of the seat.
Using the original mounting points in the floor makes it easy to use original seats should the need arise.
(I am 6'2" and my head is close to the roof sitting in the new seats.
 


Removing the base from the driver seat to shorten rear mounts. It has electric motors for height adjustments
Close up of original and new shortened rear seat mounts

Making the new floor mounts for the XR8 ute seats - April 2010

We are retro-fitting 2005 BA Falcon seats into the coupe but some adjustments are needed to suit the new design. Firstly, the floor where the original seats cover needs to be scalloped along the centre hump as the drivers side seat has electric motors for height adjustment that will hit the original floor hump. PICTURE 1 shows the new flat plate covering the scalloped hump under the scrap mount.  The passenger side doesn't need the cut out but will get one to match the drivers side. There is a new tubular support running under the car for the tunnel so this will take care of structural support where the hump is being removed. I am 6'2" high and the seats are a little too high for me so the mounts have been shortened to get the seats lower to the floor. I am approx. 2 inches from the roof when sitting in the new seats. I can recline the drivers seat for more head room if needed as these coupes are low and sleek. I have kept three of the original seat mounting points in case there is a problem with the engineering. It is a safety aspect of the build and it will need approval but so far all looks good - I have used scrap steel for the mounts as these are the little things we do to keep the car to a strict budget -  April 2010

 

PICTURE 1 ABOVE - shows an example of the scrap steel (2.5mm) used for the front part of the seat mount next to the finished product cleaned up and welded in. They sit atop the new flat plate replacing the hump.
ABOVE shows the original seat mounts RED and the new front mounts YELLOW. I have kept the originals holes in case I have to switch back to original seats. The front mounts are positioned offset to match the new seat track design.

ABOVE The XR8 seat mount (passenger side) sits on the new mounts and utilises the original rear mounts.
ABOVE the new seat takes its place inside the car and works a treat......and looks great!
 
 
 
 
 
 
 
 
Rear Seats DEC 2008
A set of VN Commodore bucket seats that I picked up off the side in of the road in someone's pile of rubbish near Sydney which will form the new design of the rear seating area. Headrests are optional at this stage