NZV8 Concept Corner: show ’Stang

18 March, 2015

 

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Every month we ask the cover car owner for the concept they’d most like to build, or see built

The gold ’65 Mustang envisioned by Nick Hall, and built by Matamata Panelworks, is quite possibly the finest custom-Mustang build the country has seen — but what would have come out had Nick really let loose?

“If I had unlimited money, I would have gone totally overboard on my ’65 Mustang — I’d transfer the build across to a ’69 Mustang fastback, and go to town on it,” says Nick.

“First off, I would chop it a couple of inches or so, shave the door handles, and delete all the exterior trim. I’d sit it nice and low on chrome finish 20×10- and 20×12-inch Rambler rims made by US Mags, the same style as on my ’65, with tubs, if needed, to fit them.

“The suspension would comprise of coilovers all round, with an independent rear, and I’d include rack and pinion steering, and the biggest six-pot brakes that would fit inside the wheels.

“The engine would be a 351-stroked to 427ci, all alloy if possible. The fuel-injection system would be through individual throttle bodies, with a centrifugal supercharger sending its intercooled air charge to the intake trumpets via a Ferrari-style intake plenum — should be good for 750–800hp. The gearbox would definitely be a six-speed Tremec, with an aftermarket 3.50:1 diff.

“Paint wise, I’m very happy with how the Matamata team made the colour scheme on my Mustang work, so I’d use a similar formula here — I’m thinking ox-blood red (no, the illustration above isn’t exactly this colour) for the sides and a dark graphite grey on top, following similar lines to my ’65.

“The interior would include a fully custom dash and centre console, that flowed seamlessly into each other. All the controls for lights, wipers, etc., would be on the steering column — like a modern car — and she’d have all the mod cons, such as electric mirrors, DVD screen, and so on. The comfortable, but secure, seats would be swathed in leather like everything else on the inside, set off by some two-toning.

“Still, I’m more than happy with the Mustang I’ve got!” Nick says. We would be too if we owned it, but how rad is his concept of what could have been in that lotto-winning realm!

If you want to check Nick’s awesome ’65 Mustang fastback — the real-life version — pick your copy of NZV8 Issue No. 119 up from your local stockist, or grab one online here.

Pinnacle Porsche

We were stopped at the side of the road, setting up the next photograph, when a faded Toyota slowed alongside and stopped. The window was already down to give the driver a good look.
“That’s my dream car,” he said, speaking for more than a few of us.
He drank in the gleaming red paint, shining in the sun, and the car’s purposeful swoops and curves. He exhaled half a lungful of cigarette smoke, gave a hang 10–style thumbs up and drove off.
On the side of the road, against a clear blue background, the Porsche stood out in all its stark red glory. It’s the classic 911 shape on steroids. It has the fat, even pouty, front lip of the G series 911s, added to comply with 5mph bumper restrictions in the US. It also has the oversized haunches to accommodate the wider rear wheels and tyres – a first for Porsche, which also confirmed its supercar credentials – and, most noticeably of all, that enormous whale-tail spoiler. They made it look as if Porsche had abandoned its restraint.

Motorman: When the top trio took to the road

What sort of cars did Chris Amon, Bruce McLaren and Denny Hulme drive when they weren’t on the race track? Motorman knows
Most top racing drivers do care about safety levels of road-going cars for everyday motorists and their all-round abilities behind the wheel. Jackie Stewart for one denied finding everyday driving boring. He took pride in giving his passengers the smoothest possible ride, and encouraged all drivers to actively engage in the task. They also make interesting choices for their transport away from competitive motoring.
Thirty years ago I spent a day with Chris Amon driving on lower North Island roads and I can remember those informative few hours as vividly as if they were yesterday. In 1983 Chris accepted a challenge from Toyota New Zealand to improve its locally assembled cars in a relationship that extended well beyond the end of New Zealand-built Toyota vehicles in 1997.