Published 1993.
* Pricing and Conditions in Article Updated.
Text and Images taken from Building A
Ford
"Your Complete Guide To Modifying Your Ford".
Reference: Building A Ford - The EB GT (Pages 101-105)
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When Ford released the EB GT in December 1992,
it used the famous GT initals for the first time for 16 years. The new
car to wear the coveted letters was beautiful and expensive, but did it
live up to its predecessors' hard-core reputation?
Many, including this car's owner Jim Mock says it didn't, but when more
than a few underbonnet modifications have been performed, the story starts
to look very different.
With a spec sheet which included Pirelli P Zero tyres on 17-inch rims
and a spectacularly beautiful body kit, the EB GT seemed to have all goods
ex-factory. But it was against the stopwatch that the car disappointed.
With a 0-100 time of 7.6 seconds and a standing quarter of 15.4, where
was the blood-and-thunder of the yesteryear GTHO? After all, more than
a few contemporary four-cylinder turbo
cars could see it off – and for half the money.
| And it wasn’t as if Ford hadn’t dipped into its US parts bin for some top engine goodies, either. The GT came from the factory with Mustang GT40 big-valve cylinder heads, upgraded valvesprings to allow higher revs, and a new cam. Sitting on top of that was a free-flow intake manifold using larger diameter (but shorter) runners, a 65mm throttle butterfly, and an airflow meter some 80 per cent larger than standard in its flow capacity. Power output was quoted as 200kW (268bhp) at 5250 rpm, up over the standard bent-eight by 21 per cent. |  |
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The breath taking body kit wasn’t just a backyard
lash-up, either.
Designed in Australia, the body addenda was extensively tested in the
MIRA wind tunnel in Britain. As well as the spoilers and skirts seen here,
and undertray, front wind-splitter and rear Gurney Flap spoiler were all
tried, but then discarded because of aerodynamically poor results. The
finished product reduced overall lift by a staggering 40 percent, with
no increase in the standard car’s very good drag co-efficient of
0.31.
Generally, getting less lift means putting up with greater drag, and so the wind-tunnel work in the GT’s case was very well executed. It not only looks beautiful, its functional as well.
The Pirelli P Zero tyres (which cost $900 a corner) were connected to and upgraded suspension running shim-adjustable camber and caster blocks, and urethane bushes throughout. The interior trim received the substantial leather-and-wood upgrade befitting a $63,000 car, and such niceties as a Limited Edition key ring were supplied.
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One of the problems with the car was a kerb weight of 1650kg – a substantial 150kg up over a base Falcon. They fly in the ointment was the doubt which existed over Ford's quoted power output of 200kW. For 200kW it seemed awfully slow.
Enter Jim Mock, a Ford dealer from Mildura in Victoria. A Ford fan for many years, as well as a racing-engine builder, Jim saw the potential of the package. After all, the hard work – styling and aerodynamics, suspension, brakes, and interior – had been done by the factory. Now it was just a case of bolting in an engine to really make it get up and go. Taking into account the fact that the now infamous Northern Territory Cannonball Run was coming up, it was time to get ready with the spanners.
The engine built for the NT race was a real ball-tearer, evidenced by the officially timed 270km/h top speed recorded during the event. Boasting a power output of ‘close to 500bhp’, the engine was also snatchy and unpleasant on the street. Under the bonnet now is a de-tuned version of that race engine, but still rated at around 380bhp, about 80 per cent more power than a standard, injected Falcon V8.
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Starting point for the new mill was an SVO (Special Vehicle Operations) A4 block, which is designed for racing and runs four-bolt mains. It was bored 30 thou’ oversize, and Speed Pro racing pistons were sourced to suit. An SVO semi-finished crank was used in conjunction with SVO conrods, held in place with 3/8” fasteners. The forged pistons were heightened and then remachined to suit the new valve locations in the very trick heads which were yet to be bolted into place. The stock Falcon GT fly-wheel and Centreforce clutch were deemed adequate for their new (heavy) duties, and were left intact.
The sump was modified for an enlarged oil capacity, and to allow clearance around the main bearing caps, and an SVO windage tray was fitted after it, too, was modified, this time so it would suit the A4 block. Oiling was going to be critical – especially when the car was Cannonballing – so oilways in the block were alternatively enlarged, reshaped or restricted to give better oil distribution. An SVO oil pump was sourced to give more oil pressure and volume. Keeping the black stuff cool was obviously a priority. A marine oil cooler adapter was fitted to the block with huge ½” BSP fittings used in conjunction with ¾” inside-diameter hoses connecting the engine to a 34-row oil cooler, mounted behind the front bumper. I doubt you will ever see a larger oil cooler on a road car. It was sourced for this car especially from Britain. The complete motor was then blueprinted before being balanced to the very fine tolerance of 0.1 grams.
Allowing the gases in and out are alloy TFS (Trick Flow Specialty) high-port heads, along with most of the engine goodies imported directly from the States. They run Manley Severe Duty 2.08” inlet and 1.600 exhaust valves, with Crane racing valvesprings and titanium retainers. An SVO X303 roller hydraulic cam is used, together with a multi-indexed roller timing set.
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During the Cannonball a solid roller cam was installed, allowing a rev limit of 7500rpm; now 6500rpm is the max regularly pulled. The heads’ ports were reshaped and the combustion chambers cc’ed to give equal volumes. Offset, adjustable JBA roller rockers with a ratio of 1.7:1 are used in conjunction with Crane pushrods.
After building the engine it was time to make sure it continued to live. A custom-made radiator was bolted in place behind the spoiler, and the engine intake was sited so that it could suck only cold air. Even sitting on 260km/h there was no sign of over-heating, testimony to the well-through-out oil and water cooling systems.
Taking away the exhaust gases (and making a superb sound at the same time) is a custom-made three-inch stainless system. At the engine end, 1 7/8” primaries feed the single outlet pipe which uses two three-inch stainless steel mufflers. Pacemaker Exhausts in Adelaide did this work, about the only thing not done by Jim Mock himself.
Unlike the old GTs, the 1993 version ran full engine management controlling spark and ignition. Ford EEC-4 system has been retained but uses a Crane Interceptor unit to allow tailoring of the ignition and fuel maps to suit the engines increased output. While relatively widely used in the US, this is the only Interceptor I have seen being used in Australia and Jim imported his specifically for this car.
Standard GT injectors are used, although obviously their pulse width has been lengthened to suit increased fuel demands. Spark is provided by a mixture of a Crane HI-6 Capacitance Discharge Ignition system working with the EEC-4 electronic control unit and the Interceptor. As well as allowing modification to the factory ECU outputs, the Interceptor also has an LCD display enabling monitoring of input signals and error checking of fault codes.
Under the car, the factory tyre/wheel/brake package was left alone and according to Jim has performed very well. The suspension is kinda at the standard height. The factory fitted spacers on the spring platforms to increase the cars ride height to legal levels, and removal of these drops the car satisfactorily.
Also lowering the rear of the car is an additional fuel tank. Not one to do things by halves, Jim thought a few more litres of fuel capacity could prove advantageous and installed a 220-litre aluminium tank in the boot. That’s the full capacity of a 44-gallon drum in extra fuel.
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Jim Mock’s GT is very much the car the factory could have – and should have – built. It uses a mixture of ‘90s technology with some well-proven V8 fundamentals to produce a car which has proved itself capable of giving a Ferrari F40 a run for its money on the open road. And with that superb body and rumbling exhaust note, it’s not out of place cruising the streets of a big city, either.
Contact:
Jim
Mock Motorsport
+61 3 9399 4401