A man of taste but without any penchant for a particular make or model, Dave Bugeja has, over recent years, transformed the home garage into a temple for the powerful. Yep, this haven for potent powerhouses contains two beasts including his latest - a VS utility with stroked bent eight and around 285 flywheel kilowatts. It looks the part, too, plus the interior has Cobra race seats and a big sound system. There's no doubting it's tough, however it's what sits to its side on the garage pavement that deserves closer inspection.
Then again, some would say it's just a 'baby' ED XR6 Falcon. Like, it's six cylinder powered, man, and old Ford technology to boot. Funny thing though, it's got more balls than a billiard table. It's true. After all, any well-prepared 'hair dryer' fed combo should pack a punch. You only have to ask the guys at Fuji Heavy Industries! Then again, you'd have to say that a four litre delivering a staggering 285kW to the rear wheels is completely out of the ballpark. We're talking serious with a capital 'S' because Ford's 4-litre six is a descendant of the dinosaur!
The Story Begins
It was but a few short years ago when as a 16-year-old Dave realised his destiny lay in owning and driving fast cars. Soon after his birthday and via brother Jason's influence, Dave decided on Ford power, and he liked the XR shape. So he bought a four-month-old ED and immediately set about a plan. A decent sound system was installed, while a little further down the track he looked at improving performance with a turbocharger.
Having heard tales about AVO Turboworld and their famous four-litre six-cylinder powered world record holding (fastest ever caravan pull!) EA Falcon, Dave reckoned he was about to find nirvana. Money saved and while still on his 'learner' plates, Dave delivered the sound pounding beast to AVO's Cheltenham workshop where over the next week or so it was equipped with a Stage Three 16 psi boost kit. "It only took me three months to blow the trans, so I figured that as it had to come out, I should go ballistic with the engine."
Terry and the boys extracted the engine and trans, taking to the long motor with a vengeance. The block was 'race' prepped, deburred and O-ringed, likewise the crank heat-treated, polished and chamfered, and topped with shotpeened and ARP-secured rods. Ross pistons machined by Australian Precision Engine Parts provide a low 7.5:1 static compression ratio, and are surrounded with Total Seal gapless rings. Cylinder head manipulation followed with significant port grinding, in went 0.125-inch oversize exhaust valves, a Wade 25/65 camshaft and heavy-duty valve springs. The internal package was completed with a modified oil pump.
Bolt Me On, Baby
Sure, a modified cam grind, low comp forged pistons and improved porting will go a long way to helping a turbo package breath, however the major power making components are the ones normally bolted to the long engine... The combo kicks off with a partially HPC-coated turbo - a mutha Garret TO4S - fronted with a four-inch induction pipe and backed with a cast AVO exhaust manifold. Talking of the turbo, whereas it may be bloody big, the design is such that it results in maximum boost coming on stream by 2900 rpm.
And - unbelievably - maximum power at an incredibly low 3800 rpm!
Aiding the engine's thirst for air speed is a port-matched inlet manifold topped with an additional fabricated fuel rail with six injectors controlled via the latest Turbo-Link microfueler. The 12 injectors are fed copious amounts of liquid via an in-line 600hp Bosch Motorsport electric pump. A humungous AVO bar & plate intercooler cools the inlet charge. Amazing is that the engine management system remains standard! Engine bay ancillaries include a fabricated oil breather/separator tank, there's a heap of Aeroquip lines and the latest addition, a Crane HI-6 ignition amplifier fitted to stop the flame from being blown out.
The engine's inordinate power makes its way to the ground via a heavily lightened flywheel, custom Kevlar 6-paddle 3300-pound AVO clutch, top spec Tremec five-speed, and an incredibly expensive V8 Supercar tailshaft. Initially, Dave stuck with the original limited slip differential, however given the power it had to contend with, it was never going to last. The logical replacement was a nine-inch, but not just any old thing. It's equipped with 3.7 gears and a Detroit locker. Silly really, considering the massive torque makes 1st and 2nd gears almost a complete waste of time through wheelspin.
Wheel and tyre sizing makes little difference to harnessing the power, with Dave bolting 18 x 9 Simmons rims and an assortment of sticky tyres on each corner. They sure look good and aid cornering grip, however power easily overcomes them. Talking of cornering, attention in this area extends to adjustable Koni shocks, heavily lowered Pedders springs and oversize sway bars. Braking, too, is improved with the latest DBASport brake rotors, QFM pads and AP Racing brake fluid.
Interior changes are, in a word, minimal. And why would one want to change a great factory interior? Then again, it's interesting how just a few parts can have such an effect on the appearance. Equipment includes a MOMO Race twirler, carbon fibre Razo gear knob and neatly positioned (in the centre console) GReddy turbo timer and Blitz electronic boost controller. Super neat are the shift and oil pressure lights mounted in the factory clock position.
Likewise, the exterior is almost stock, having only lipped guards.
Oops, I think I forgot the sound system.
I guess this might be because it's been such an ongoing saga. Seems Dave isn't easily satisfied, with the result a range of system improvements that seem to take place with monotonous regularity.
Sure, he may be extremely happy with the work Les at Professional Audio in Sunshine does; it's just that he is always wanting the best. So for the best part of three years it's been an on-going process of trying out new head units, subwoofers and amps. For example, the original system incorporated a single 15-inch subwoofer, however this was subsequently replaced with a trio of 10-inch subs before the current configuration of two 15-inch SPL style JL Audio subs. Fronting the system is an Alpine CVA-1000E in-dash A10NET colour monitor, interacting with a concealed ERA-G100 equaliser and boot mounted six-disc CD changer. The potent front stage is of a pair of a 5.25-inch Polk component speakers and front door pod mounted JL Audio eight-inch subs, while rear fill is the responsibility of 6.5 inch Polk components.
Grunt or watts, whichever is preferred, is the domain of four Alpine MRV-100 amps and one MRV-400. Killer stuff! Great is how the custom boot is practical enough to allow access to the spare wheel while also supporting a pair of fuse boxes, Stinger gel cell battery, neon lights, and two 1 Farad capacitors. Quality wiring and a 190-watt StreetWires alternator completes.
Unfortunately, Dave's not had a chance to get to the race track for a quarter mile run, what's more, with 285kW at the wheels all in by 3800 rpm, it makes power delivery very difficult. Slicks would go part way to solving the problem, but these have yet to be sourced. As a matter of fact, the big Falcon is taking a big back seat at the moment to a long overseas trip. So I 'spose the chances of seeing the car at the strip are minimal.
The bottom line is that Dave's Falcon is designed to drive and have fun in. That's when Dave is in his element. So just keep it in mind if you spot a somewhat sublime ED XR Falcon cruising the streets with a dumped exhaust outlet... you might just find it's a little more potent than your own ride!
