GREEN MEANIE
ANTHONY FABRIS ADDS TO HIS STABLE OF STUNNERS WITH THIS MEAN, GREEN LS3-POWERED HQ COUPE
Anthony Fabris is one of Oz’s most experienced street machiners. Here’s his take on an HQ coupe
BUILDING a high-calibre street machine is a massive task; most builders struggle to create one showstopper in their lifetime. But Anthony Fabris is not your typical street machiner. He has amassed an impressive anthology of significant builds (see sidebar, p. 95), and this Ls-powered, Barbados Green HQ coupe is his latest. “I wanted to build a dedicated driver this time around,” says Anthony. “I’ve always loved the lines of the HQ coupe, so I decided to build one.”
About six months into the search for a suitable two-door, Gumtree answered the call – an unfinished project in undercoat that was only about half an hour away.
Experience had taught Anthony that the best strategy is to get the driveline and chassis sorted before making anything shiny and pretty. To this end, a brand new, Holden surplus-stock, 6.2litre LS3 was procured – and promptly torn apart. The heads went to Higgins Race Heads, who gave them a nice Cnc-port job before milling their faces to bump compression up to 11:1.
Anthony Dove at High Performance Services (HPS) looked after the rest of the engine build. Mr Dove learnt his craft from none other than Ian Tate, who is still building engines at 82 years of age. Major changes included a more aggressive cam and a Plazmaman intake.
“The LS conversion was very straightforward,” says Anthony. “I’d previously done an LS swap into a WB ute, so I knew everything beforehand. I even wired it myself; I wire all my cars.”
The conversion uses a ’98-02 Camaro sump, which only requires the crossmember to be massaged in one small area to achieve the necessary 15mm clearance. As for the exhaust, there’s custom headers and a twin 2.5-inch system by the Scott Brothers of Geelong. “They do great work,” says Anthony. “It’s full stainless.”
Rather than opt for the six-speed auto Holden used behind the LS3, the coupe runs a beefed-up 4L60E.
“The 6L80E’S pan hangs down too far,” says Anthony, “while the 4L60E fits up into the tunnel without any mods. Andrew at
AW Transmissions built the ’box with the best of everything, including changing the first and second gear ratios. It’s pretty bulletproof.”
Given the LS3’S big cam, the Wilwood brake system was set up without a booster. This requires a bit more effort, but Anthony swears it provides better feel. The lads at VCM Suite and Northern EFI re-tuned the factory ECU to accommodate the engine enhancements and four-speed auto.
“I didn’t want any Ford parts in the car,” says Anthony. “Instead of a nine-inch diff, I carried a six-cylinder banjo housing in my luggage on a trip to the USA and gave it to John at J&S Gear Co in Huntington Beach, California. John’s an Aussie who has lived in the US since the 80s – he’s got an A9X over there. He used the banjo as a template to build a new Chevy 12-bolt.”
The HQ chassis is notorious for tearing around the lower control arm mounts and sagging in the middle. Kent Chassis got it back into shape before building it up. Strength has been added through the crossmember area to stop the dreaded sag.
Not wanting to risk building on someone else’s foundation, Morris at Auto Revival stripped the body back to bare metal – which revealed a pleasant surprise. “The body was mint, other than one very small spot of rust,” says Anthony. “The guy had done a pretty good job.”
Morris file-finished the whole body before laying on the periodcorrect Barbados Green. Wards Rod & Custom repaired all the moulds, while all the glass is new repro. Unfortunately, Morris wasn’t happy with how the side glass fitted. He spent a couple days grinding them down by hand. He broke a couple of panels along the way before getting two to fit to his satisfaction.
Anthony cannot give Morris enough credit. As well as body and paint, he also had a big hand in the engine bay assembly, along with a host of other important jobs. He should be mighty proud, as this street machine has a certain presence about it.
While the car was originally an LS – which ran the twin headlight Premier front end – Anthony decided to go one better.
“I’ve always liked the Statesman front better,” he says. “I
A BRAND NEW, HOLDEN SURPLUS-STOCK, 6.2-LITRE LS3 WAS PROCURED – AND PROMPTLY TORN APART
COUPE BUCKET SEATS ARE HARD TO COME BY. I FOUND A REASONABLE SET UP IN SYDNEY THAT WEREN’T STUPIDLY PRICED, SO I DROVE UP AND BACK FROM MELBOURNE IN A DAY TO PICK THEM UP
bought a whole car with a mint nosecone. It also had a good radiator support panel, centre console, steering column and a few other bits and pieces, like the standard-bore 308 that I’ve tucked away as spare for the VC Brock.”
Not so easy to find were good grille inserts. Anthony had to buy a few sets to get one good set, which Morris painstakingly handpainted to original specifications.
While you can buy the repro GTS dash fascia, the gauges themselves are more problematic. Richard (FB Marketplace) fully restored the old gauges and reprinted the fascias like new.
“Coupe bucket seats are hard to come by,” says Anthony. “I found a reasonable set up in Sydney that weren’t stupidly priced, so I drove up and back from Melbourne in a day to pick them up.”
George from Laverton Motor Trimmers re-covered them, along with the rear seat and door trims, in black leather. They incorporated the houndstooth inserts to reinforce the factory-inspired interior styling.
When the finished coupe initially hit the road, it suffered fuel surge issues. The cause was diagnosed as the NOS tank that had been modified to accommodate a swirl pot. Brown Davis supplied a 120-litre fabricated tank with a VE pump, which solved the problem. Anthony didn’t want to draw attention to the alloy drop tank, so it was painted black to make it blend in.
Other than that, the coupe has proved to be an awesome cruiser. All going well 2021 will be a better year, allowing this green meanie more time cruising the blacktop – we can only hope!