WINNING GOAL
FORMER AFL PLAYER JAMES GWILT NOW GETS HIS KICKS BEHIND THE WHEEL OF THIS 1100HP, TURBO WINDSOR-POWERED XW FAIRMONT
Former AFL player James Gwilt cruises in style in this 1100hp turbo Windsor-powered XW
THERE are certain events in everyone’s childhood that help shape the person they grow up to be. For former AFL player James Gwilt, a ride in a friend’s muscle car as a young tacker sparked a love for power on four wheels that eventually led to the gold behemoth you see before you. “My friend Sam took me for a ride in his 500hp XY GT Falcon when I was 12,” James explains. “Ever since then I’ve been hooked on XW-XY Falcons!”
Unfortunately, James’s first fling with a classic Falcon of his own ended prematurely when his XW was hit by someone running a red light. “It destroyed the driver’s side of the car and it was declared a write-off,” he says.
Fortunately, it didn’t take long for him to find a replacement, snatching up this tidy XW Fairmont locally in Melbourne. “It was already a good car,” says James. “It had a decent 408ci Windsor with a ’Glide, and it’d already been resprayed in the factory Grecian Gold.”
James spent a few years enjoying the Falcon in that form, taking some of the goodies from his wrecked XW – including suspension and brakes – to help create a mint streeter. But in mid-2015, things changed.
“I’d been and seen Danko [Knezevic] at Adicted Performance before to get a few little upgrades done here and there with the car as it was, but I really wanted a single-turbo V8,” says James. Before he knew it, he was up for a whole new level of XW goodness.
The aspo Windsor was ripped out and sold off, and Danko set about concocting another one of his blistering turbo Ford V8 packages. A Dart Iron Eagle block copped a whole bunch of goodies, including a Callies Dragonslayer crank, Oliver rods, Diamond pistons and a custom-grind solid-roller bumpstick. Oiling is taken care of with a Peterson belt-driven pump and ASR sump.
The top-end menu consists of a pair of AFR 205 heads using some beefy valvetrain gear and breathing through a pair of custom-fabricated stainless turbo exhaust manifolds. The Garrett GTX4508R feeds the 411ci donk via a Plazmaman intercooler, using a Wilson throttlebody and elbow bolted to a modified Edelbrock Super Victor intake manifold. “I was going to use a blow-through set-up, but the more we priced up suitable carbies, the more it seemed better to just go with EFI and the Haltech,” says James.
IT WAS ALREADY A GOOD CAR; IT HAD A DECENT 408CI WINDSOR WITH A ’GLIDE. BUT I REALLY WANTED A SINGLE-TURBO V8
With the Haltech Elite 2500 as the brains and drinking E85 (and the ability to run flex-fuel), the mill comfortably made well north of 1100hp on the Adicted Performance engine dyno on 20psi, before running out of fuel system. But Moran Motorsports injectors and a Waterman cable-driven fuel pump ensure there won’t be any fuel problems in the future.
“We haven’t got a final power figure since we dropped the engine in the car; we’ve just been playing around with it on low boost, and it’s been great so far,” says James.
Backing up the angry Windsor is a Powerglide housing a 4500rpm TCE converter, with a two-step system and CO2 to make sure James is always ready to party.
The rest of the car also got a minor makeover at Adicted while the boys prepared the engine. A new Competition Engineering nine-inch diff was slotted in underneath some fresh mini-tubs, making room for the big 15x10 spinners wearing 295 Mickey Thompson radials. “I’m so glad we did the tubs,” James says. “It drives super straight and hooks up really well.”
The crew at Adicted also sorted a rollcage to keep things safe, while still retaining the retrimmed factory Fairmont interior.
With the way plans changed and snowballed during the build, it took roughly five years to complete – but the wait was well worth it for James. “I just pinch myself when I go into the garage and see it,” he says gleefully. “I couldn’t be more pleased with how it turned out, and it’s an animal with even just 2-3psi.”
Sadly, at the time of writing, the restrictions in Victoria mean that James’s mad machine has largely been shackled up in his garage. “I only got it back a few weeks ago, so I haven’t had much time in it just yet,” he says. “But it does drive really well. The turbo
I JUST PINCH MYSELF WHEN I GO INTO THE GARAGE AND SEE IT. I COULDN’T BE MORE PLEASED WITH HOW IT TURNED OUT
is super responsive; it hooks up and cruises well.”
James does plan on heading to the strip with it once we’re allowed to go racing again, with hopes of a low nine or high eight if things go his way. “I’m certainly keen to hit the track and see what we can do, but at the end of the day the main goal was to build a tough street car – and we certainly got that.”