Posts Tagged ‘sydney’

Feature Car: Adam Cleary’s 427ci 1957 Buick Special


11 Jul

Some cars take a while to be truly ready for a photo shoot. For Adam Cleary’s incredible, air-bagged and big-block powered 1957 Buick Special, that period was a little over two years from the first time I called him to the morning we did the photo shoot. When you do a build this extensive, sometimes there are just some niggling issues that take time to resolve. I like to think the wait was worth it. It was featured in the June 2018 issue of Street Machine.

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Adam Cleary's 427ci 1957 Buick Special

Adam Cleary's 427ci 1957 Buick Special

Adam Cleary's 427ci 1957 Buick Special

Adam Cleary's 427ci 1957 Buick Special

Feature Car: Jason McGrath’s 355ci Top 20 Elite Holden LC Torana


10 Jul

My photo shoot on Jason McGrath’s 355ci, Summernats Top 20 Elite, Holden LC Torana was featured in the June 201 issue of Street Machine magazine, which was on sale last month. It’s an immaculate little coupe, with detail for days.

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Jason McGrath's 355ci Elite Top 20 Holden LC Torana

Jason McGrath's 355ci Elite Top 20 Holden LC Torana

Jason McGrath's 355ci Elite Top 20 Holden LC Torana

Jason McGrath's 355ci Elite Top 20 Holden LC Torana

Feature Car: Beauchamp Family 1960 FB Holden ‘WILDFB’


02 Jul

The Beauchamp family’s incredible 1960 FB Holden phantom coupe appeared in the June 2018 issue of Street Machine. It’s not every day I get to shoot something that is so comprehensively modified as this. From the chop top and two-door conversion, to the one-piece flip front and twin-turbo Lexus V8 – it’s one crazy beast. And the execution is flawless.

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Beauchamp Family 1960 FB Holden

Beauchamp Family 1960 FB Holden

Beauchamp Family 1960 FB Holden

CLOCKWORK ORANGE: Simon Grima’s Phantom FE Holden Ute


28 Jun

Simon Grima's FE Holden

CLOCKWORK ORANGE

Simon Grima created this incredible one-off ute from a $500 sedan shell and 20 years worth of spare parts
Story and Pics by hoskingindustries.com.au

Simon Grima's FE HoldenSimon Grima’s 1956 Holden FE phantom ute is proof that you don’t need to spend the earth to take home trophies. This Vermillion Fire two-door has won over 25 awards since he finished the build back in 2006; including five People’s Choice awards. He also took out the top gong at the very first ute muster he attended in 2010.

Yet for all the plaudits and praise, Simon has only spent around $25,000 bringing what was once a $500 wreck back from the brink.

“The vehicle was purchased off a customer that wanted it out of his shed,” starts the 39-year-old mechanic and proprietor of Bonnyrigg Tyres & Mechanical in Sydney’s southwest. “It was just a sedan shell with enough parts to build two cars, including a HR front end. I paid $500 for the lot.”

The enormous pile of parts joined Simon’s existing enormous pile of parts for a few years until the creative bug hit. “One day I decided the shell would make a great learning project to practice MIG welding,” explains Simon.  “So, I started to build a ute out of the sedan shell, knowing it would give me a challenge with no intention of building a real car out of it.”Simon Grima's FE Holden

Using only a tape measure and a ‘good eye’, Simon went about cutting and shutting bits and pieces of the panel work. After a few weeks Simon thought the project was really starting to take shape, but his welding hadn’t improved. “I spoke to a real welder at one point who told me that because I was welding outside, my MIG shield gas was being blown away causing messy welds,” Simon remembers. “So I built a shed and the welding started to get better.”

It was at around the same time that Simon’s mates started suggesting that his go-nowhere welding project could in fact make a pretty good work truck. “Before I made the decision to get too deeply into making the FE a real car, I approached an engineer,” says Simon. “He said it wasn’t a problem if I stuck to his instructions – which were contained within a 30-page report and a bill for $2000!”

Simon Grima's FE HoldenWith a new goal in his sights, Simon set to work more seriously on the FE and work progressed steadily. “When my mates used to come over my wife would tell them that I was in the shed with my second wife. That’s how much time I used to spend on it,” exclaims Simon. “Whenever anyone would ask me when it would be finished, I’d tell them Christmas. They’d always ask which Christmas! To everyone else it was a nightmare project and I wanted to do everything myself.”

Indeed, Simon did prove himself a very capable and handy guy to have in the shed over the course of the FE’s build. Not only did he perform much of the body fabrication (helped by paint and panel guy Jason Dean), but he also built pretty much everything else as well. This included the chassis mods and fitting the injected 5L.Simon Grima's FE Holden

Originally from an HSV SV89, Simon sourced the engine from eBay with 180,000kms on the clock. It sits within the tight little engine bay thanks to Simon’s handiwork fabricating engine mounts, steering rack mounts, cross member modifications and building a custom sump from three other pans. “I used a dummy 308ci block during the construction process,” says Simon. “I used a VH Commodore rack that’s rear mounted. It needed very little modification to work properly.”

The 304ci injected motor copped minor performance mods in the form of a Crane 286 cam’, ported throttle and Chip Torque MEMCAL and it’s backed up by a VP T700 auto’ that’s been fettled with a stage-2 kit and B&M 2500rpm stall. Being a custom install, the tail shaft came in for some modification and it feeds torque into a 100mm narrowed VN diff’ that still uses its 3.08:1 gearing.

Simon’s FE sits nice and low, achieved through the use of the HR front end that came with the original mountain of parts. Up front you’ll find the setup completed by King springs and Monroe shocks while out back the leaf sprung rear has been modified by reversing them and removing a leaf. Simon made up custom coil-overs by using modified Nissan Pulsar struts and front HQ shocks. He also strengthened the chassis to cope with the weight and power of the V8, at the same time rigging up some larger tubs that now house 17x8in VX SS alloys.

Simon Grima's FE HoldenIngenuity and resourcefulness are themes that run through this entire build and you’ll find more of it inside where Simon has used a plethora of factory parts and some creative vision to build a sweet interior. VQ Statesman leather buckets provide the seating while he steers with a HZ Monaro tiller. Fresh grey carpets and velour roof linings complete the look, together with a neat custom centre console trimmed in matching grey leather and featuring a few VX Commodore parts like the shifter surround.

“On its maiden voyage to the 2006 All Holden Day the ute was suffering a major fuel problem,” Simon remembers. “Upon further investigation we found that a wasp had decided to make my fuel tank home while it was in storage. So, after putting fuel in the tank and making mud of its nest and eggs, the filter clogged and staved the car for fuel. The car survived and I even won a trophy!”

Simon is right to be proud of his FE. It has been a huge undertaking that he’s completed with primarily second hand parts and stuff he’s had lying around from decades of collecting bits – not to mention all the work he completed with his own two hands. “The only things that were redone were the chrome work, door trims and roof lining,” confirms Simon. “I tried to recycle everything. I suppose that makes it environmentally friendly – recycling old parts.”

Owner: Simon Grima
Model: 1956 Holden FE
Colour: Ford Vermillion Fire
Bodywork: Phantom ute style
Engine Type: SV89 304ci 5L
Engine Mods: Crane H286 hydraulic cam’, Crow timing chain, custom modified sump, Chip Torque MEMCAL, VT engine covers, JP oil pump, twin thermo fans, ported and polished throttle, pod filter, ported and polished intake, alloy radiator, Bosch external fuel pump, modified Triumph PI fuel tank (behind seats)
Power: 200fwkW (268hp) claimed
Exhaust: VR Commodore cast exhaust manifolds, twin 2in mild steel system, twin cats, 2x high-flow mufflers
Gearbox: T700, B&M 2500rpm stall, stage-2 kit, modified tail shaft
Diff: Modified VN Commodore, 3.08:1 final drive
Brakes: HZ front calipers, VN rear calipers
Suspension: HR front end w/King springs and Monroe shocks, Modified rear leaf springs, custom rear coil-overs, VH Commodore steering rack, chassis strengthening
Wheels/Tyres: 17x8in VX SS rims
Interior: HZ Monaro steering wheel, VQ Statesman seats, custom centre console, Smiths gauges, grey carpets
Other Mods: Relocated battery, 100mm widened wheel tubs
Stereo: Sony head unit, DVD screen
Build Period: 7 years
Cost: $25,000
Thanks: Bonnyrigg Tyres and Mechanical, Jason Dean (paint and panel), Turbo Exhaust Systems, ACA Transmission Services, Hi-Torque Trucks, Bosnjak Engineering

SMOOTH CRIMINAL: Chad Darke’s Smooth 336ci EH Holden Ute


18 Jun

Chad Darke's EH Holden Ute

SMOOTH CRIMINAL

A long list of subtle refinements makes Chad Darke’s inky blue EH stroker one slippery character
Story and Pics by Ben Hosking

Chad Darke's EH Holden UteBesides the 48-215 and FJ, there’s no more an iconic Holden model than the EH. Even today, almost 50 years since the introduction of the EH range, they remain as popular as the 260,000 they manufactured between 1963 and early 1965.

It’s no wonder then that Holden lover Chad Darke scoured the country for the right basis for his next automotive project back in 2005. “I rang my mate to see if he’d come with me to check out a car,” the 37-year-old electrician from Sydney relates. “I didn’t mention it was in Tasmania! We flew down there the next morning and started haggling.”

Once Chad had settled on a price, it was time to get the ute home and instead of throwing it onto a transporter and taking the easy route home, Chad and friend jumped in and headed north. “I asked the seller about fuel economy,” Chad says. “He said it was good for 10km/L and it was supposed to have a 100L tank, so I filled it up in Victoria and we set off for home. Somewhere between Yass and Goulburn the car started to splutter… out of fuel in the middle of nowhere!”

“Here I am waving my Jerry can around furiously trying to hitch a ride when a guy that resembled Ivan Milat picks me up. He took me to the nearest town and after a tense trip I got some fuel and found my way back to the car safe and sound.”Chad Darke's EH Holden Ute

With that fateful trip home behind him, Chad could breathe a sigh of relief and get stuck into the build up. Over the course of the next five years, the old EH would be transformed into a sleek, modern interpretation of the classic Holden, but not without the odd headache.

“Dealing with panel beaters and relying on other people’s conversion kits that didn’t fit were probably some of the hardest parts of the build,” Chad explains. “I ended up finding a good panel guy though.”

He’s not lying either – the finish on Chad’s EH is pristine and includes some choice body mods that really smooth the old girl out. For starters, the door handles and locks were shaved off. Given that Australian rules require a mechanical method of opening front doors, Chad replaced the handles with short metal rods poking up out of the top of each door. However, whereas most similar conversions work by being pushed down or lifted up, the mechanism on Chad’s doors works by gently pulling the rods toward you. We gave them a go and they worked effortlessly.

Chad Darke's EH Holden UteAnother huge visual improvement came via the deletion of the front quarter windows. With full one-piece glass inserted into the doors, it looks far more modern and further simplifies the exterior aesthetic. With an aviation-style fuel filler replacing the factory door, the modern iteration of the EH is almost complete – perhaps finished off most notably by the venerable Simmons FR18s.

Having a nice-looking ute is one thing, but without the proper mechanical motivation it’s little more than BBQ rice: all show and no go. Surely the old six-banger was never going to cut the mustard and Chad swapped it out for a Holden 5L.

Based around a Kingswood pre-EFI block, Alan Bruni built up a nice offset-ground 336ci stroker motor that is updated with a pair of VN EFI cast heads. It’s a relatively mild affair with an HSV hydraulic cam’, unported heads and a 650cfm Holley on top. While power is untested, the combo has pushed the ute to a 13.8sec ET in full street trim; and as they say, a 14sec street car is nothing to sneeze at.Chad Darke's EH Holden Ute

Chad shifts gears through a T5 5-speed and there are more Commodore parts to be found out back, with a VN Borg Warner running 3.45:1 gears and an LSD centre. Check each corner and you’ll find VT-spec’ discs on the nose and VN discs in the rear.

The sweet combination of old and new continues inside where the cabin has been decked out with timeless black leather and suede. Premier buckets provide an iota of more lateral support than a bench, but it’s the Autometer dash, Sony stereo and Momo wheel that helps bring the old girl into the present day.

With a ute as cool and contemporary as this in the shed, many would be happy to rest on their laurels and take a break, but Chad has more plans under way. “I’ll probably end up putting a bigger stroker kit into it,” Chad starts. “It’ll also cop a bigger stainless fuel tank,”

Bring it on!

Owner: Chad Darke
Model: 1963 EH Holden
Colour: PPG Midnight blue
Bodykit: Aviation-style fuel filler, deleted door handles and locks, deleted quarter windows
Engine Type: Holden V8
Engine Mods: Offset-ground 336ci stroker conversion, 5.7in small-journal Chevrolet rods, ACL Larry Perkins pistons and rings (10:1-comp’), ACL bearings, VN cast heads, polished rocker covers, HSV hydraulic cam’, Yella Terra roller rockers, double-row timing chain, high-volume oil pump, High Energy sump, Davies Craig thermo fan, 80A alternator, PWR alloy radiator, 650cfm Holley DP carb’, ceramic coated Torque Power intake manifold, adjustable FPR, K&N air filter, Bosch HEI distributor, Bosch EA Falcon coil, wiring hidden, Carter fuel pump, braided lines, custom bonnet hinges
Power: Untested, 13.8sec @ 98mph
Exhaust: Custom stainless headers, twin 2.5in into single system, single stainless muffler
Gearbox: T5, heavy-duty 10in single-plate clutch
Diff: Narrowed VN Commodore Borg Warner, 3.45:1 final drive, LSD, Cortina tail shaft
Brakes: 300mm VT-spec’ rotors and calipers, 278mm rear discs, VN calipers, front braided brake lines, VN master cylinder, VN V8 booster
Wheels and tyres: 18in Simmons FR rims (7in front, 8in rear)
Suspension: HR front end, King front springs, Pedders shocks, reset rear leaf springs, custom sway bars, LH Torana rack and pinion conversion, modified EH column
Interior: Momo steering wheel, EH Premier buckets, black leather retrim, custom Autometer instrument cluster, custom door skins, black carpets, black suede roof lining
Other Mods: Battery relocated
Stereo: Sony head unit and speakers
Build Period: 5 years
Cost: $44,000
Thanks: Pioneer Plating, M&S Johnson, “Tony Wellington for the timber tray; Jeffrey Smith for the machine work; Terry Edwards for engine balancing; Ray and Warren for the great panel and paint and my wife for putting up with us.”

BRUTISH BRIT: Stefan Niceski’s Salt-Flat-Inspired 1954 Triumph Thunderbird


18 Jun

Stef Niceski's 1954 Triumph Thunderbird

BRUTISH BRIT

Stefan Niceski spent two year’s worth of Saturdays and a million beers building this ultra cool Salt flat-inspired Trumpy
Words and Pics by hoskingindustries.com.au

Stef Niceski's 1954 Triumph ThunderbirdOld British bikes have really made a resurgence in popularity over the last few years. With the popularity of Harley-derived bobbers and choppers showing no signs of abating – and the cost of parts and base bikes staying high as a result – it’s no wonder people are looking for alternatives when constructing cool rides.

When you see some of the awesome bikes we’ve been lucky enough to capture on camera in the last few issues, it’s no surprise people are going for the humble Brit machines. One such advocate is 35-year-old Sydneysider Stefan Niceski.

You may remember the Trumpy we featured last issue belonging to Stuart Torkington. The two guys are mates and we were lucky enough to shoot both on the same day in the wonderful environs of 1349 Venice: a cool function/event space in Waterloo. At the time of our shoot, Stef’s bike hadn’t even been started.

Formed from a 1954 Triumph Thunderbird frame, you can imagine that its beginnings were less than auspicious, as Stef explains. “I found the frame in an old man’s green house,” Stef says. “It was surrounded by growth, including some tomatoes.”

Incredibly, Stef found the engine in another shed and with both primary components in place; he devised his plan of attack. “I thought I d fuse the two into some type of ‘Triumph Frankenstein vintage drag/salt flat sled’,” he says.Stef Niceski's 1954 Triumph Thunderbird

We reckon he’s nailed that design objective in superb fashion, but it didn’t happen overnight or by using all the factory components. “The build took me two years of Saturdays and quite a few beers,” Stef says. “I reckon she looks alright.”

Taking the original frame as the basis for the build, Stefan fabricated a custom rigid rear half, extending the length of the bike and helping it to ride lower in the process. To this he added XR250 front forks and exaggerated the low stance by bolting the handlebars on down low.

Up top, a Harley Sportster tank provides enough capacity for extended cruising while retaining the bike’s minimalist aesthetic. When it came to finding an oil tank, Stef got clever and modified a nitrous oxide tank before chroming it. About the only other appendages you’ll find bolted to the brilliant metallic blue frame is the custom seat and diminutive rear guard/shroud that Stef was responsible for as well.

Stef Niceski's 1954 Triumph ThunderbirdPower comes from that barn-find Bonneville 750 we alluded to earlier. At first, the engine was mistaken for a 1975-vintage unit, which is how the bike came to wear ’75’ on the tank (it’s reversed on the side of the bike we shot it from). “It was meant to represent the ’70s engine and ’50s frame, but it turned out the engine was actually from 1982,” Stef says. “It looked cool, so I left it anyway.”

That ’82-vintage engine runs a few choice upgrades in the interests of making more power – not that it needs a whole lot of grunt thanks to its light weight. Twin AMAL carbs mix the air and fuel, using little more than twin ram tubes for an intake. A Joe Hunt ignition sets fire to the mix and a pair of 1.75in straight pipes make a huge racket, wrapped in gleaming new exhaust wrap for that purposeful race bike appearance.

With full rego due to be applied to the bike shortly after our shoot, one of its first big voyages was the 2012 Taren Point Rat Day, where crowds flocked to it and mate Stuart’s ‘Skinny’ golden beast. Successfully mixing up the vintage vibe, Stef’s ’75’ is a crowd pleaser and we’re not surprised.

Owner: Stef Niceski
Bike: 1954 Triumph Thunderbird
Builder: Owner
Bodywork: Custom hard tail, custom mounts, 1985 XR250 front end, Bates head light, clip on bars, Baxter grips, custom Triumph pegs, custom seat and rear shroud, Harley Davidson Sportster tank, modified nitrous bottle oil tank, modified turn signal tail light
Engine: 1982 T140 Bonneville 750, Joe Hunt ignition, AMAL MK11 carbs, straight stack intakes, 1.5in chain drive, custom 1.75in straight pipes
Gearbox: 5-speed, stock clutch
Wheels: Front – 21in XR250 front rim, Avon tyre – Rear – 16in Harley Davidson rim, Avon tyre
Brakes: Disc front, drum rear
Thank you: Sovereign Classics, Sydney Custom Spray Painting

DIY HERO: Don Mills’ Epic 355ci HD Holden Premier Home Build


12 Jun

Don Mills' 1965 HD Holden Premier

DIY HERO

Don Mills proves it’s possible to build an incredible, trophy-winning HD at home in the shed
Story and Pics by hoskingindustries.com.au

Don Mills' 1965 HD Holden PremierThere’s no denying it: labour costs on an extensive vehicle project can easily amount to more than half the total expense. Yet despite this staggering fact, many of us are either unwilling or unable to get in there and perform more of the spanner twirling ourselves. This might be through a lack of spare time, a lack of space or a perceived lack of skill.

Then, there are guys like 57-year-old Don Mills from western Sydney. A retired computer technician, he didn’t spend his working life working on cars, yet he’s spent the last few decades turning trash into treasure in his garage, mostly learning as he went along.

A devout Holden fanatic, Don has owned a long line of cars wearing the Lion badge. “I currently own an HD wagon, HR ute, HR van and this HD Premier,” Don says. “But since 1973 I’ve had an EH wagon, FB sedan, FE ute, EH sedan, HR van, LC XU1, FC sedan, HR sedan, LJ GT-R, HR Premier, LC GT-R, HT Monaro, VK Calais, another LJ two-door, FB ute, another VK Calais and a VR Senator.”

Don forgot to mention that his current daily is an HSV V2 LE Coupe.

So, it goes without saying that after almost four decades of Holden ownership, he knows his way around the quirks and eccentricities of just about every model Holden built. It could be fair to say that this pristine and classy HD Premier is the culmination of everything he’s learned thus far – and what a result.

Originally purchased way back in 1980, there isn’t much left of that original car today. “The body shell is actually a replacement,” Don says. “The original shell had some rear end damage that was just too hard to fix. It’s actually been rebuilt five times over the years.”Don Mills' 1965 HD Holden Premier

As you’ll read numerous times during this article, Don completed the bodywork himself in his double car garage at home – this included the prep’ work and the paintwork. While he says he’s not entirely happy with the final result, the Sea Mist Jade metallic looked great during our photo shoot and complemented the two-tone tan and chocolate interior inside.

“The paint and panel was probably the hardest part of the build for me,” Don says. “Mainly because I don’t think I’m very good at it. It’s painstaking hard labour and I’m lazy and impatient!”

Despite Don’s own misgivings, you’ll find more of his paint work inside the cabin, including the dash that Don filled and smoothed before adding a slew of carbon-faced Autometer gauges and Vintage Air vents and control unit. Let your eyes wander downward and you’ll see the neat custom centre console Don fabricated himself. It houses a sunken switch panel and the shifter that’s connected to the T56 6spd ‘box below.

Everywhere else you’ll find tan and chocolate coloured vinyl trim that was one of the few things not completed by Don. Hy-Tone in Riverstone put together a nice package that covers a set of VK front buckets and the original Premier rear bench as well as some custom door trims, the roof lining and dash pad. Pop the boot lid and you’ll see the theme extends out back, too.

Don Mills' 1965 HD Holden PremierThere’s no stereo in Don’s HD and that’s because he’d prefer to listen to the tunes emanating from the twin 2.5in exhaust connected to the 355ci stroker Holden up front. Yep, you guessed it: Don did all this himself too, save for the initial machining process.

Based on an HX 308ci Holden 2-bolt block, Don built himself a tough combination that uses a lot of Pro Comp parts for the rotating assembly and a pair of their alloy heads that Don tells us are straight out of the box. The top end is just as tasty, boasting a venerable VL Group A SS twin throttle intake that’s been ceramic coated for greater thermal efficiency and sheer good looks.

“It fired up as soon as it had fuel pressure,” Don says. “Going for that first drive down my street with no body panels on the car was pretty memorable. It had no interior, so I had to sit on a milk crate.”

Even though power and ETs are yet to be put to the test, Don has been enjoying getting the car out to local shows, like the NSW All Holden Day, which is where we first laid eyes on a number of his Holdens all lined up in a row. Don is understandably proud of his achievements, but from what he tells us, we’re pretty sure next time we see the car it’ll be wearing a fresh coat of paint.

What a DIY hero.

Owner: Don Mills
Colour: Sea Mist Jade metallic
Bodywork: Deleted door and boot locks
Engine Type: HX 308ci
Engine Mods: Pro Comp 3.48in stroker crank (355ci), Pro Comp 5.7in rods, Pro Comp pistons (10:1-comp’), King bearings, Pro Comp alloy heads, Camtech hydraulic cam’ (0.511in lift, 230˚ duration, 110˚ LSA), Camtech pushrods, Yella Terra Platinum-series 1.65:1 rockers, Rollmaster timing chain, high-volume oil pump, Aussie Desert Cooler alloy radiator, twin 14in thermo fans, 100A alternator, billet alternator bracket, VL Group A SS twin throttle intake setup, 30lb/hr injectors, VN fuel rails, VS Commodore distributor, Haltech E6GMX ECU, Bosch 044 pump, alloy surge tank, VS FPR, RPC alloy fuel cell, alloy intake piping, K&N breathers
Power: Untested
Exhaust: Home built tri-Y headers (1-3/4in primaries), twin 2.5in mild steel system, stainless mufflers
Gearbox: T56 6-speed manual, 11in single-plate clutch
Diff: 9in, 3.5:1 final drive, Detroit Locker, 31-spline Moser axles, Strange alloy centre
Brakes: P76 front rotors, Commodore rear discs, HZ front calipers, firewall-mounted 8in twin-diaphragm booster, 1in-bore master cylinder
Suspension: HD cross member, stainless tubular A-arms, Pedders shocks, Pedders front springs, reset rear leaf springs, 25mm front sway bar, 19mm rear sway bar, UC Torana rack, R31 Skyline steering column
Wheels/Tyres: 15x8in Performance Superlite rims
Other mods: LJ Torana bonnet hinges, relocated battery
Interior: Billet Specialties steering wheel, VK Commodore front seats, tan and chocolate vinyl retrim, tan vinyl roof lining, filled and smoothed dash fascia, custom centre console, Vintage Air A/C setup, carbon-look instrument fascia, Autometer gauges, alloy pedals, tan carpets, custom door trims
Stereo: N/A
Build Period: 2 years
Cost: Undisclosed
Thanks: Windsor Engines, Metropolitan Driveshafts, Competition Warehouse, Hy-Tone – Riverstone, “My neighbours Ian and Adrian for their help and encouragement”

Feature Bike: Daniel Aquilina’s 2015 Harley Davidson Street Glide CVO


06 Jun

I photographed Daniel Aquilina’s 2015 Harley Davidson Street Glide CVO for issue 158 of Heavy Duty magazine. The airbagged bagger-style Harley runs a 110ci Screamin’ Eagle twin and boasts a raft of custom touches that set this CVO apart from the norm’, including raked rear bags and guard, huge 26in front Mad Wheels rim, heaps of RSD accessories and even a Diamond Audio subwoofer in the back!

BUY A SHIRT, PRINT AND MORE!

As always, we’ve got a series of FREE desktop wallpaper images for you to enjoy. Simply CLICK HERE or on the thumbnails below to visit our Flickr page where all the goodies lay in wait for your visit.

Daniel Aquilina's 2015 Harley Davidson Street Glide CVO

Daniel Aquilina's 2015 Harley Davidson Street Glide CVO

Daniel Aquilina's 2015 Harley Davidson Street Glide CVO

 

HEIRLOOM: Dave Kracht’s Lexus-Powered 1940 Ford Sloper


30 May

Dave Kracht's 1940 Ford Sloper

HEIRLOOM

Dave Kracht’s 1940 Sloper has been in the family since 1964 and it’s never looked better
Words and Pics: www.hoskingindustries.com.au

Dave Kracht's 1940 Ford Sloper“The car was originally bought and built by my dad in 1964,” starts Dave Kracht, the current ‘custodian’ of this immaculate and understated Aussie 1940 Ford Sloper Deluxe. “He was a member of the Romans Hot Rod Club.”

Incredibly, the Ford has never left the Kracht family in all those years. Thanks to a seven year rebuild completed in 2009 the car has a new lease on life that will see it cruising our nation’s roads for plenty more.

“The car was in many shows in the 1960s and won many awards,” Dave says. “In 1968 dad ‘finished’ it and it won Top Tudor at the Sydney State Titles show at Roselands.”

In around 1971 Kracht senior pulled the car apart to give it a new drive train, but Dave says he lost interest in the ’40 and it sat dormant until the late 1980s when Dave took over. “I had it in various guises over the years,” Dave explains. “The last iteration saw it painted black with flames and a sidevalve V8, Halibrand diff’ and white walls on steelies.”Dave Kracht's 1940 Ford Sloper

Fast forward to 2002 and Dave embarked upon the car’s most extensive and decidedly tasty rebuild. The project would take seven years and see just about every nut, bolt and component replaced or refinished.

“Most of the rebuild took place in Ralph Stapley’s workshop in Bathurst,” Dave says. “Ralph was a good friend of my dad’s and a fellow Romans member.”

Dave says the object of the build was to create a rod that was a good driver “that you could drive interstate with ease and comfort”. I think you’ll agree with Dave when he says that objective was completed.

“It took a lot more work and time that we expected,” Dave admits. “That included a lot of bodywork to get a good fit and finish.”

Dave Kracht's 1940 Ford SloperFellow Bathurst local Ray Tobin took care of the bulk of the body work, with the Lost Green finish applied by The Repair Wizard back in Dave’s home town of Katoomba in NSW’s Blue Mountains. The result is a clean, understated and timeless look complemented by the factory bright work and those sweet Coddington alloys.

Dave’s ’40 isn’t all paint and body though, with the engine and drive train proving just as interesting. When your objective is to create a vehicle capable of easy interstate travel, it’s hard to go past a late-model motor and Dave’s choice of a quad-cam’ Lexus V8 borders on genius.

Not only is the Lexus a refined, robust and downright bullet proof engine, it’s also easy on the juice, comes with air-con and cruise control and makes all the right sounds when coupled with a decent exhaust. The Ford boasts a set of custom 4-into-1 ceramic coated headers and a twin stainless system, making sure this rod sounds like a rod should.Dave Kracht's 1940 Ford Sloper

To keep things simple and reliable, Dave retained the services of the factory 4spd overdrive auto’ gear box, even integrating the original shifter assembly into his incredible interior. Being the proprietor of DNA Motor Trim in Katoomba, Dave was in an excellent position to equip the Ford with a cabin to die for and that’s just what he delivered.

Based around two pairs of AU Falcon bucket seats, Dave created a supremely classy cabin that’s drenched in black leather, with the seats featuring tasteful embossed inserts that are mirrored on the door trims as well. Dave also constructed the full length centre console that includes that factory Dave Kracht's 1940 Ford Slopershifter, the door trims and the entire rear section that includes air vents and hides all the wiring and other ugly stuff.

As nicely as the completed car turned out, it’s the friendships and contact with the scene that proved most rewarding for Dave. “The best part of the build by far was reconnecting with Ralph,” Dave says. “I formed a very strong friendship with him during the project and I have become friends with many people during and after the build.”

Perhaps the sweetest moment of all came during the 2009 Custom Auto Expo state title show when Dave decided to enter the Ford as a kind of ‘completion of the circle’ that his dad started way back in 1968. “It ended up winning the Top Tudor award,” says Dave, still smiling at the memory. “Same car, same show, same award 41 years after it first won. It was a very satisfying moment and I was honoured to win.”

Owner: Dave Kracht
Engine: 1994 Lexus 4L Quad-Cam V8, ceramic-coated 4-into-1 headers, stainless twin exhaust, K&N pod filter, alloy radiator, alloy radiator overflow tank, thermo fan
Power: Untested
Trans: Factory Lexus electronic 4spd auto
Diff: Jaguar IRS, 3.54:1 final drive, LSD
Suspension: Rear coil-overs, fully boxed chassis rails w/tube cross members
Wheels: Coddington Stingray rims (15x6in front, 17x8in rear)
Brakes: XF Falcon front rotors, VS Commodore front calipers, Nissan Skyline rear calipers, in-board rear rotors, booster and master cylinder under-dash
Interior: AU Falcon ute front and rear buckets, black leather trim w/embossed inserts, grey carpets and grey cloth roof lining, Autometer gauges, Lexus shifter, custom centre console, custom roof pod and door trims
Thanks to: DNA Motor Trim, The Repair Wizard – Katoomba, Timic Hot Rod Supplies, Ralph and Annette Stapley, Ray Tobin, my son Kevin and all my friends and family who helped out and continue to do so

BLAST OFF: Ditch Jones’ Show-Stopping Blown Holden HR Ute


24 May

Ditch Jones' HR Holden Ute

BLAST OFF

Ditch Jones just wanted to take his HR to the next level. What he did was propel it into the show-scene stratosphere
Story and Pics by hoskingindustries.com.au

Ditch Jones' HR Holden UtilityYou’re looking at the most famous HR in the country. There. We’ve said it. No point beating around the bush or acting like we’re showing you the latest car on the block.

However, Ditch Jones’s 1967 HR Holden ute carries with it a remarkable story that’s really only fully coming to fruition now. See, Ditch has been working hard to get the HR into a position where he can finally relax a little and put some kilometres on the odometer.

Yeah, we know, right!?

But let’s hit rewind for a second and get a little history under our belts. Ditch and his HR go back a long way: around 20 years, in fact. Back then the ute was a largely original, 179ci-powered driver that had only recently been refinished when Ditch bought it for the princely sum of $6500 – in mid-1980s money.Ditch Jones' HR Holden Utility

Even in those early days the ute was a trophy winner; wearing kidney-hole alloys and boasting Premier trim. Being a Canberra local until recently, he and the HR were even there for the birth of the Summernats.

Over time, Ditch put plenty of his own taste into the HR, changing the way it looked and drove and winning more trophies at the same time. But thanks to his willingness to drive the ute to each and every show he entered, the ute slowly became a little tired and Ditch found that it was getting harder to keep up with the other builders. The main issue for Ditch was the undercarriage – Dragway 5-spokes and hot pink accents still winning favour at the time.

This is where the story starts getting really complicated – complicated because it can simply be very difficult to write about such a large number of seemingly endless modifications that have resulted in vehicle that may in many ways still resemble an HR Holden, but is so far removed from one that it almost defies description.

Ditch reckons there are easily 100 different body mods in his ute alone, without counting the scores of modifications to be found inside and underneath the car. The wheelbase has been stretched 100mm to properly centre the front wheels in the guards, the front wheel arches were raised 35mm to offer better steering travel and the sills were extended by around 35mm – a mod’ that makes the car look lower and just a little chopped.

Ditch Jones' HR Holden UtilityStill on the body, the side glass and window frames have been deleted and both front and rear screens are flush fitting with the front glass coming down further than stock. The rain gutters were shaved, as were the doors that are now suicided. Up front, the bonnet was extended to the windscreen with the cowl removed and re-fabricated underneath with custom billet hinges. Custom billet hinges also hold up the doors that hang from strengthened B-pillars and the A-pillars were reshaped so that prominent swage line across the top of the guards ran right up and over the car.

There are dozens more body modifications to be listed (see captions), but the HR isn’t just a combination of its fancy panels. Gone is the HR’s original chassis. Ditch and Drago originally tried to build the ute while retaining some of the HR’s original architecture, but three months in, Drago bit the bullet and scrapped everything only to start again with a clean slate. Now, the HR runs a ¾-chassis with a tubular front end that Ditch says could take any power plant he ever chooses, but we get the idea that the yellow menace will forever be powered by a Holden six. Not that this ute runs any old inline six banger.

Based around a 3.3L 202ci six, the engine boasts the refinement it needs thanks to the boost generated by the Fisher 4/71 supercharger bolted to the side. Wanting the look of an injected setup, while retaining the 700cfm blower-prepped Holley, Ditch approached Garlits about adapting one of their injector hats to suit and the result is ‘sex’ cast in alloy form.

Drago and his team had to move the engine and gearbox back 100mm to accommodate Ditch’s desired 4in blower belt. While they were at it, they also lowered the combo into the bay by some 65mm that helped sit everything in horizontally, but also meant only the blower hat protruded from through the super smooth, boxed-in and extended bonnet. Not only that, but the sump then sat perfectly in-line with the flat floor pan.Ditch Jones' HR Holden Utility

Truly masters in the art of metal fabrication, SCV created the entire interior out of steel. In fact, Ditch says the only fibreglass to be found anywhere is the trick tail light housings that house equally neat LED assemblies.

Inside the cabin you’ll find a swoopy design that completely disguises the ute’s 44 years. Teal micro-suede covers the modified Cobra one-piece seats as well as the false floor panels, custom door trims and rear bulkhead as well as that intricate roof panel that until now has not been seen in a magazine. There’s no question that the ute set a new benchmark when it hit the show scene a few years back with consecutive Top 10 spots at Summernats 20 and 21. Just look at the design of that delectable floating centre console pod that houses the shifter, switches and Dakota Digital airbag controls.

Ditch Jones' HR Holden UtilityDitch was once quoted as saying that he planned to race and cruise the HR and while that hasn’t happened yet, he and Ziggy’s Hotrods have been working to bring that final element to fruition. Now a resident of NSW’s Hunter region, he and the ute have spent plenty of time at Ziggy’s workshop where a significant proportion of that insane undercarriage have been modified to better suit driving.

Gone are the coil-overs, making way for Air Ride airbags and the front end utilises a Rod City stainless setup. The HR still uses 330mm Hoppers Stoppers rotors front and back, but the show-spec’ items were replaced by functional ones. Perhaps the only real set back preventing Ditch from putting some serious kays on it now is the ridiculously tiny 20L fuel tank.

We didn’t realise it at first, but Ditch later admitted that our driving shots represented the first real driving he’s done in the HR since all the new suspension work was completed and looking at some of the shots we took, you could see the tension in Ditch’s face! With the maiden voyage over and done with – and the ute passing with flying colours – let’s hope those original plans to race and cruise the HR finally come true.

Owner: Ditch Jones
Model: 1967 HR Holden
Colour: PPG ‘Ditch’s Twisted Lemon’ and Diamond Silver
Bodywork: Custom steel grille, modified headlight buckets, shaved and narrowed bumpers, revised wheel arches, extended sills, shaved door handles, suicide doors, deleted window glass and frames, custom tail light assemblies, shaved and moulded tailgate area, shaved rain gutters, re-shaped roof swage lines, flush-mounted glass, stretched bonnet and deleted cowl, 1-piece front clip (all steel), Euro-style headlights
Engine Type: 3.3L Holden six
Engine Mods: Ben Gatt custom O-ringed 9-port head, ACL Race Series pistons (8.1:1-comp’), offset-ground crank, race-prepped rods w/ARP rod bolts, Crow solid roller cam’, 700cfm Supercharger Series Holley DP, Fisher 4/71 supercharger, custom Fisher manifold, Mick’s Metalcraft radiator, Scorcher billet dizzy, Pro Comp ignition, modified Kilkenny rocker cover, billet breather, 4in blower belt, Garlits blower hat
Power: Enough
Exhaust: Custom ceramic coated headers, ceramic coated mandrel-bent exhaust
Gearbox: Trimatic, 2800rpm Dominator stall
Diff: 9in, 28-spline axles, Strange 3.98:1 final drive, mini-spool
Brakes: 300mm Hoppers Stoppers rotors, 4-piston front calipers, 2-piston rear calipers, braided brake lines
Wheels and tyres: Showwheels Matrix billet rims (17x7in front, 19x1in rear)
Suspension: Rod City stainless steel front end, Air Ride front and rear airbags, ¾ chassis and ladder bar rear end, adjustable panhard, custom steering column, Commodore rack, box and tube chassis
Interior: Custom all-steel dash and interior, custom floating centre console, B&M Pro Ratchet, Dakota Digital airbag controller, Showwheels Matrix steering wheel, Autometer gauges, 6-point roll cage, teal micro-suede trim, modified Cobra race seats
Other Mods: Wheelbase stretched 100mm, billet door hinges, billet bonnet hinges, engine moved back 100mm and dropped 65mm, LED lighting in engine bay and under body
Stereo: N/A
Build Period: 4 years
Cost: Undisclosed
Thanks: Sefton Concept Vehicles, Ziggy’s Hotrods, G-Trim, PPG, Showwheels, Shannons, Meguiar’s, MirrorFinish, Geof’s Garage, Gen-Tech Performance, Hoppers Stoppers, Covercraft, The Chop Shop, Probag, Bluewire Motorsport, “A big thank you to Lea, Luko, Kev and all my friends who have helped me along the way”