811 rear-wheel horsepower and a best e.t. of 8.98 seconds at 154 mph is an astonishing result from the 4.0L six
"I've always wanted cars that I could actually drive," John says. "I have no interest in cars that you have to trailer to the track or can really only drive on weekends or once a month. I drive the Mustang to the shops, the gym...I drive it all the time."
It was during this two-year rebuild that the LPG engine combo was developed. No stranger to LPG cars, John had previously owned an XF Falcon that ran a turbo six on gas. However, this new engine was still the subject of intensive research and development, powering an EL Falcon while the Mustang was undergoing the second rebuild that would see it literally rise from the ashes like a Phoenix.
"I wanted to make the power on an easily available pump fuel," John says. "I didn't want to have to mess around with race fuels and stuff like that."
Despite the fact that LPG packs a meaty 102-108RON octane punch, John reiterates that he's come to the end of the line of LPG development using available fuel supply hardware. So, while his exploits have earned the car lots of fans both in Australia and on the Internet, John is elbow-deep in transforming the Mustang once again, including a switch to regular fuel.
"The car has been stripped," he says. "The RRS front end has been changed to a Mustang II-style kit and we're going to see just how much power we can make with an injected setup running premium unleaded pump fuel."
John says the long engine and driveline, which includes a Powerglide transmission and 9-inch rearend, will remain unchanged during the switch, with all the alterations occurring to the fuel side of the combo. Either way, John has already shown he's got nothing to prove when it comes to making prodigious power with the humble 4.0L six, but we're still keen to see what happens next.
John Colaidis' 1965 Mustang coupe
- '00 AU Falcon 4.0L inline six
- Stock crank with main cap girdle
- Scat H-beam rods
- SPS pistons (7.4:1-compression), Hastings rings
- CNC-ported aluminum head
- Wade solid camshaft
- Custom billet 2.1:1 rocker arms
- ARP head studs
- SPAL electric fans
- 480-cfm GRA LPG throttle body
- Custom Tunnel Vision intake manifold
- Triple B2 LPG converters
- Garrett GTX45 turbo at 40 psi
- Turbosmart eBoost2 electronic boost controller
- MSD 6AL-2 ignition
- MSD HVC-2 coil
- ICE 9mm spark leads
- Haltech wide-band air/fuel sensor
- Custom Powerglide two-speed automatic
- 3,000-rpm TCE stall converter
- Ford 9-inch
- 3.50 gears
- Full spool
- 31-spline billet axles
- Tunnel Vision exhaust manifold
- 4-inch straight through exhaust with optional 4-inch dump pipe
- Front: RRS struts and springs, chassis subframe connectors
- Rear: Reset leaf springs, relocated shock mounts, QA1 shocks, Slide-a-Link traction bars, mini-tubs
- Front: RRS disc, 11.8-inch slotted rotors, RRS two-piston calipers
- Rear: Nissan disc, R32 Skyline rotors and calipers
- Front: Centerline Convo Pro, 15x6
- Rear: Centerline Convo Pro, 15x10
- Front: Maxxis P205/55R15 radials
- Rear: Mickey Thompson P275/60R15 ET Street radials
SAAS steering wheel, Recaro front seats, Holden CV8 Monaro rear buckets, tan leather trim, tan leather false floors and center console, suede roof lining, Auto Meter gauges, Billet Specialties pedals, billet window and door handles, TCI Outlaw shifter, six-point leather-trimmed rollcage, Clarion head unit
Tunnel Vision, D&D Smash Repairs, Preston Automatics