SLEEPING ASSASSIN - TunehouseWARRANTED BY A DYNO SHEET DISPLAYING 637KW AT THE HUBS ON SHELL V-POWER...

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SLEEPING ASSASSINSOME PEOPLE ARE HAPPY WITH THE XR6 TURBO’S FACTORY 320HP, BUT NOT BRIAN LORD. IT WAS QUADRUPLE FIGURES, OR NOTHING KEYSTROKES: PAUL TORONY CAMERAS: JIM SKOURAS

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STREET-LEGAL 1000HP

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637KW ATW, 11.9@138MPH

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THE INJECTORS HAVE BEEN SWAPPED FOR A HALF-DOZEN 1200CC MONSTERS. THEIR PRESENCE IS WARRANTED BY A DYNO SHEET DISPLAYING 637KW AT THE HUBS ON SHELL V-POWER RACING PUMP FUEL

Very, very little gives away the fact that lurking underneath is enough power to practically blow anything away on the road short of a Veyron


PILOT PROFILEI’M: Brian Lord AGED: 50-somethingWORK AS AN: IT guruUSED TO OWN AND THRASH: Sigma Turbo, Pulsar ET Turbo, VL Calais Turbo, four WRXs (two STis), nine Fords. MY BUILD PHILOSOPHY WAS: To have a street-driven 1000hp car.PEOPLE I’D LIKE TO THANK FOR THEIR HELP ARE: Simon Gishus from Nizpro (03) 9761 1522, Jim Ghelis and the team at Tunehouse (02) 9557 4000, Mal Wood Auto

STREET-LEGAL 1000HP


Bust out a Google search of the fastest super-cars in history, and it will soon become apparent just how

effective the concept of power-to-weight is. Lamborghini Countach 500QV – 450hp, Ferrari F50 –513hp, Porsche Carrera GT – 612hp – All but the fi rst were able to dispatch a top speed of over 300km/h, and in a minimal amount of time.

So, how do you give a car just shy of 2t the ability to accelerate faster than the abovementioned super-cars? The answer in theory was simple. Being one of the fi rst to make it happen was a lot harder.

IT company proprietor Brian Lord has had a long relationship with cars sporting the blue oval. In fact, he had an XY in the garage when he was 19 and has owned eight more Fords since then. Brian also has an addiction for turbocharged vehicles. A range of them have lived in his garage over the past 25 years, so when Ford introduced the XR6 Turbo, his modifi ed and boosted VL that he’d owned for eight years got replaced quick smart.

After allocating a budget for the project, he approached Nizpro who were already on the ball in development of a 1000hp 4L 24-valve turbo six screamer.

Although the factory donk may be a tough thing, OEM internals were never going to be considered when creating an engine good for four-fi gure power outputs.

Nizpro developed a custom billet crank and imported a set of conrods able to handle 2000hp – double the projected power fi gure. The implementation of a mildly ported head and custom forged pistons brought the compression level down to 8.3:1 and made the engine more welcoming to higher boost levels.

Remember that Brian didn’t want to give the game away, so having cams lumpier than the Rocky Mountains wasn’t an option due to their rough idle and late power delivery. Instead, a mild pair was ground for the application, which could easily con the average Joe Blo into thinking the Typhoon was almost stock.

BOOST, PLEASEEven double-takes of this engine bay still leave onlookers wondering whether it is this particular Typhoon that carries such a big rep. It has a lot to do with the appearance of a Nizpro inlet plenum, powder-coated to match the factory red rocker cover.

The Nizpro custom exhaust manifold is covered in a heat wrap and, unlike most aftermarket items, faces south, leaving the modifi ed Garrett GT42-series turbo lurking in a ‘no show’ position. You can’t see the TiAL external wastegate either, but things certainly look a little suspicious once the 5in intake pipe off the snout of the big huffer is identifi ed, even in its black stealthy appearance.

Below the grille lives a stealth-series Plazmaman tube-and-fi n intercooler, which fl ows an enormous amount better than the factory item and chills 26psi worth of air in a heartbeat.

Although the standard throttle-body remains, the injectors have been swapped for a half-dozen 1200cc monsters. Their presence is warranted by a dyno sheet displaying 637kW at the hubs on Shell V-Power Racing pump fuel.

It doesn’t take a genius to work out that the injectors have some serious backing to keep the fl ow rate sky high – a pair of Bosch 044 700hp pumps next to a 2L surge tank to be precise. Believe it

We thought that after the engine build, Brian probably had nothing left for the interior, but because it’s so well appointed, little aftermarket gear was needed


DRIVESHAFTS WERE SNAPPING LIKE TWIGS UNTIL BRIAN HAD CUSTOM CHROME-MOLY ITEMS MADE, WHICH ARE DOWN FOR THE HARD TIMES

STREET-LEGAL 1000HP


or not, the master of the ceremonies is a factory ECU injected with a CAPA fl ash tuner. It’s the proprietor of Tunehouse in Marrickville, Jim Ghelis, who tweaked the Typhoon to its mammoth power fi gure using the workshop’s mega-dollar Dynapack hub dyno.

ALL-ROUND ASSASSIN Brian originally embarked on his power-quenching project using a 2002 XR6 Turbo with a factory fi ve-speed gearbox. He didn’t have total faith in the cog-swapper, so before substituting everything into the Typhoon shell had a wise conversation with Mal Wood.

Mal happens to be the national Tremec distributor and had exactly what Brian required, a T56 built to ratios that he specifi ed. It hasn’t winced at the pain, but a couple of clutches have died along the way, and as it stands the twin ceramic plates of the AP clutch are just holding on.

This is one area that Brian is keen to upgrade, as he would like another attempt at bettering his current quarter mile time of 11.9sec at a wicked 138mph. This was achieved on Toyo RA1 rubber, far from any form of slick or drag radial, hence the 2.2 60ft time.

Understanding the relevance of needing to pull up from such warp speed, a brake upgrade was performed, which is quite rare on a Typhoon already equipped with Brembo stoppers. Much larger and competition-ready Alcon brakes were fi tted, yet the

piston count remains the same with six potters on the front and four on the rear.

Brian was absolutely blown away by the stopping power once they were fi tted, which left the handling department hosting one of the few unchanged mechanical components. He chose the Japanese route for this area, and since Tein had just started to produce items for our local cars, Brian saw it as a great opportunity to jump on board.

One of the beauties of running Teins is the electronic gadgetry available in the EDFC, which allows damper levels to be adjusted inside the cabin. He also reduced the ride height by 30mm, but it could quite easily pass as untouched, the 18in ROH Fury wheels the only cosmetic modifi cation made, and that’s the way it will stay.

With so much power, frying the Falkens can be done with ease, though when slip turns to grip it can be particularly damaging to the rear end. Although he has toyed with different diff ratios, the centre has been fi ne, but driveshafts were snapping like twigs until Brian had custom chrome-moly items made, which is down for the hard times.

It has incredible driveability, handles a lot better than any taxi Ford ever made and can maul most street cars in the top-end department with or without the air-conditioning blaring. Sure, it’s been a long road of development over four years, but until Brian gets his dream R35 GT-R, his Typhoon will continue to be the talk of the town.

Driveshafts haven’t stood up well to the newfound power, and the clutch is hanging in there by a thread


SPEC CHECKFord Falcon XR6 Turbo

ENGINE 4L inline twin-cam six-cylinder

INTERNALSSonic-, pressure- and crack-tested block, honed and sleeved bores, line-bored crank tunnel, deck squared to crankshaft, custom H-beam connecting rods, reverse-domed forged pistons, Ford rings, billet crank, billet main caps, stud girdle, blueprinted and balanced, custom camshafts, heavy duty valve-springs

POWER OUTPUT639kW ATW INDUCTION

Nizpro Cobra intake system, cast-alloy plenum with relocated throttle body, Odyssey battery, cast-alloy thermostat housing, billet oil pump, modifi ed Garrett GT42-series turbo on custom exhaust manifold, Plazmaman tube-and-fi n intercooler

FUELLINGTwo Bosch 044 fuel pumps, 1200cc injectors, 2L surge tank

MANAGEMENTFactory ECU with CAPA Flash edit

EXHAUST4in stainless steel system with custom high-fl ow muffl ers

DRIVETRAINMal Wood custom-built Tremec T-56 six-speed, Dana M86 running 4.1:1 fi nal drive ratio, AP clutch with twin ceramic plates

BRAKES AND SUSPENSIONAlcon six-piston front calipers, four-piston rear calipers, Tein coil-over suspension with EDFC

WHEELS AND TYRESROH Fury 18x8in wheels with Falken Azenis 245/35/18 rubber INTERIOR

A’PEXi boost, oil and water temp gauges


If you’re running any form of Garrett 40-series turbo, you’re bound to be making a bomb of power, and that’s no different here. What’s more amazing is that you can still cruise it around the streets


SLEEPING ASSASSIN - TunehouseWARRANTED BY A DYNO SHEET DISPLAYING 637KW AT THE HUBS ON SHELL V-POWER...

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