Archive for August, 2015


Tom Hawkes, Allard J2, Collingrove Hillclimb, Angaston, SA, March 1952. 1st in the over 1500cc Sports Car class. (State Library of South Australia)

Tom Hawkes caresses his powerful Allard around the twisty, challenging gravel confines of South Australia’s Collingrove Hillclimb at its inaugural, public, 15 March 1952 meeting…

Chassis #99/J/1731 fitted with Ford Pilot engine # 5338/26 was the first of 6 Allards imported to Australia, the car arrived in September 1950 to Rube Gardner’s order. Gardner was appointed the local concessionaire having travelled to the UK to do the deal with Allard himself early in 1950. Gardner’s premises were on the Princes Highway, Carlton, a southern Sydney suburb.

Gardner drove the car to the October 1950 Bathurst meeting. He didn’t race, but took it to Mount Panorama for display purposes. The red painted, side valve Ford Pilot engined car immediately impressed Stan Jones, the 1959 Gold Star and Australian Grand Prix winner and father of 1980 World Champion Alan Jones.

Stan was well aware of the car’s competition record in the UK and US and bought it on his inexorable rise to the top of Australian Motor Racing. I wrote an article about Stan’s career, click on this link to read it;


The J2 in the Bathurst paddock during Stan Jones ownership at Easter 1951. Color red, ‘standard’ Ford Pilot side-valve spec V8. 5 of the 6 J2’s imported to Australia entered this meeting,3 started! (Ray Eldershaw Collection)

Jones first J2 competition event was the 1950 Australian Hillclimb Championship at Rob Roy in November, he finished 2nd in his class. In 1951 he raced the car successfully at Rob Roy, at Bathurst where he was timed at 104.8mph on ConRod Straight and at other meetings.

Jones sold the car to Geelong, Victoria, driver Tom Hawkes in a deal which involved Jones taking over a Cooper MkV 500 Bill Patterson and Hawkes had raced in England in 1951.

Hawkes raced the car in standard form for a while and then engaged Melbourne’s Ern Seeliger to modify it by fitment of an Ardun OHV engine kit and Jaguar 4 speed gearbox with ‘C Type’ ratios to replace the 3 speed Ford Pilot ‘box. The tail of the Allard was replaced with a narrower one, the front and rear guards removed and wire wheels adapted to Lancia hubs. The light car now developed circa 300bhp and was a formidable, noisy and spectacular weapon at the time.


Hawkes ahead of Eldred Norman’s Maserati 6CM at Adelaide’s Sellicks Beach. This meeting in 1953 was the first all car beach program post-War. Sellicks Beach 55 Km from Adelaide. Tom is kicking the tail out, no shortage of power on the soft sand! Eldred Norman and his many cars are fascinating stories for another time. (

Over the next couple of years the J2 competed widely, mainly driven by Hawkes but occasionally by Reg Robbins who maintained it- it was also driven by John Sawyer and Adrian Gundlach. The car raced at Fishermans Bend, in Albert Parks inaugural 1953 meeting and Rob Roy, all in Victoria. Hawles competed at Collingrove Hillclimb, Sellicks Beach and Port Wakefield in South Australia.

He travelled to New Zealand for the 1954 NZ Grand Prix meeting at Ardmore in January. There the car blew the OHV engine in practice, a stone pierced the radiator. The side valve engine was fitted for the race, famously won by Stan Jones in the Maybach after an amazing overnight engine rebuild. The J2’s Ford engine was brittle and ‘popped’ comprehensively at least 3 times, twice with rod failure, the errant component carving the cast iron block in half on both occasions. The J2 was very quick though, it recorded 137 mph on Longfords ‘Flying Mile’ during the 1955 Tasmanian Trophy meeting.

Hawkes advertised # 1731 for sale in October 1955 but continued to race it before being finally bought by Reg Robbins who had been preparing the car for Hawkes as noted above. He raced it at Phillip Island and Rob Roy in late 1956 and early 1957 respectively before sale to Geoff McHugh in Tasmania.

Melbourne’s Ian McDonald repatriated it from a Tasmanian ‘chook shed’ in 1964 and restored it, a process which took 2 years. He first raced the car in an historic event at an open meeting at Sandown in 1966, the car later passed from Ian to Richard Ralph and then to Graham Smith who fitted a correct specifications Ardun Ford engine, and still owns it in 2020.


The Hawkes Allard in the Collingrove paddock March 1952. The modifications referred to in the text are not yet evident, this is early in Hawkes ownership of the car. Compare with the other later Collingrove shot below and the Sellicks Beach shot above where the car is running sans guards and with the wire wheels referred to in the text. (State Library of SA)

Allard Short History…

In the the 1930s Sydney Allard was successful as a British Trials and Hillclimb competitor with his Allard Specials. Operating from Adlards Motors, a Ford dealership he acquired in 1929, Allard competed successfully in international motor racing. He was 3third at Le Mans in 1950 and victorious in the Monte Carlo Rally in an Allard P1 in 1952.

After racing first on motorbikes he moved to four wheels, in 1936 the first ‘Allard Special’ was built.

Allard’s first cars were based on Ford products. The first ‘CLK 5’ combined a Ford Model 40 chassis and engine with a Bugatti Type 51 body. Its light weight and ground clearance made it an ideal Trials racer. By moving the cockpit as far backwards as possible, Allard concentrated weight over the rear wheels, a design principle of all future Allard’s. With Ford’s flat-head V8 providing plenty of power it was competitive immediately.

coll 2

This later Collingrove shot in 1954 shows the Hawkes J2 in its later modified form; with Ardun head, ‘skinny tail’, sans guards front and rear and with its wire wheels. (State Library of SA)

Pre War a small number of Allard Specials were built powered by either the Ford V8 or Lincoln V12 and were race winners.

During the War Adlards Motors repaired damaged military vehicles…and Sydney designed a new sportscar, which was built in 1946 and is now referred to as the J1. Ford components formed the basis of the car. A braced and boxed frame housed a Ford 3.6 litre V8 and 3-speed gearbox. Suspension was by a split axle at the front and live axle at the rear, transverse leaf springs were used front and rear. A full width body was fitted, but the guards could be removed and replaced by cycle-guards to turn the J1 Sports into a Trials car. Twelve J1s’ were built and competed in Britain and in Europe, its shortcoming was the flat-head V8, which was underpowered and overheated. readily. 

Allard then built, in larger numbers the K1 sports two seater, L-Type Tourer and M-Type coupe.

allard drawing

J2 factory drawings. (The Allard Register)

In 1950 Allard launched the J2. Based on the J1 design, the new car was designed with the J1’s shortcomings in mind.

The front suspension was similar, the transverse leaf springs were replaced with coils at both front and rear- and a de-Dion axle was fitted with inboard drum brakes at the rear. The combination of rear weight bias and better rear suspension gave the car much better traction. Modified Ford sidevalve V8’s were Allard’s engines of choice, but the chassis was built to accommodate other engines, with Cadillac’s pushrod V8 the J2 was ‘in a league of its own’ and very successful in the US.


Butt shot showing the Hawkes J2’s modified tail, fuzzy shot but modifications clear; #1731 sans guards, wire wheels. On ‘The Wall’. (Collingrove Hillclimb)

‘Allard’s biggest road racing success was in 1950, when Sydney Allard and Tom Cole drove a Cadillac powered J2 to third place overall and a first in class at Le Mans. In 1951 a slightly modified version, dubbed J2X was introduced. It was similar to the J2, but the engine was mounted further forward to allow a larger cockpit. Chrysler Hemi and Cadillac powered J2s and J2Xs dominated racing in America. The final evolutions of the J2 were the J2X Le Mans and JR, which both featured a fully enveloping body’, wrote Wouter Melissen in

syd vicious

Sydney Allard practicing his J2 at Le Mans in 1950. He and Tom Cole finished 3rd outright in the race won by the Rosier father and son Talbot-Lago T26GS and 2nd place Talbot-Lago Monoplace. These 2 cars were essentially ‘GP cars in drag’, so the Allards 3rd was a great result 5 laps adrift of the winning car. Allard wore a helmet in the race! This shot was on Allard’s corporate 1950 Christmas card to contacts of the company (

After 1908 Allards were built production ended in 1959. Increased competition from Jaguar, Lotus, Austin Healey and others producing quality production sports and racing cars made the going tough as the sixties dawned but the company and its clever products ‘punched above their weight’ very successfully for many years.


J2 chassis and general layout drawings. (The Allard Register)

Technical Specifications…

90 J2’s were built from 1949 to 1951. Cars delivered to the US were usually ‘sans engine’ allowing the customer to choose. Those with ultimate performance in mind specified the Cadillac or Chrysler ‘Hemi’ OHV engines with a wide variety of modifications available ‘off the shelf”.

Specifications of the Ford Pilot ‘Ardun’ engine as fitted to #1731 and modified by Tom Hawkes; 3923cc, bore and stroke 80.96mmx95.25mm. Compression ratio 8:1. Magneto ignition. 2 Solex carburettors giving a claimed, and i suspect very optimistic, 300bhp.

The cars chassis was a ladder or box section frame having a wheelbase of 100 inches and track of 56/52 inches front/rear.

Front suspension was Allard divided or split axle with coil springs and hydraulic shocks. A de-Dion setup was deployed at the rear again with coil springs and hydraulic shocks. Drum brakes were fitted mounted outboard at the front and inboard at the rear.

Steering was Ford Pilot ‘Marles’ worm and roller. The fuel tank held 20 gallons, the car weighed circa 1700-2000lbs. (estimates of weight differ widely across the reference sources and would do so dependent upon the engine fitted)

allard roadie

Factory J2 shot. (Allard Motor Co)

The Six Australian Allard J2’s…

For those with an interest in these cars this excellent MotorMarques article by Philip Stanton details the history of all J2’s imported to Australia.

The Allard Register…

If you are interested in Allards more generally checkout this interesting website;

Collingrove Hillclimb…

This website about the Barossa Valley venue is terrific;


Collingrove is a sensational climb, highly technical and difficult. Its at Angaston in SA’s Barossa Valley, the place a stunningly pretty spot. Angaston is 85 Km from Adelaide. In use since 1952.(Collingrove Hillclimb)


‘The Mail’ article about Collingrove’s first meeting in March 1952. Hawkes won the over 1500cc modified sports car class. (Collingrove Hillclimb)



Distant shot of Hawkes coming off ‘The Wall’, well sideways on the slippery gravel surface. Shot included to show the topography of this fabulous climb. (Collingrove Hillclimb)


Barry Oliver wrote ‘The sound in the distance became louder and in a few seconds reached a crescendo as the big V8 Allard of Tom Hawkes flashed past me on the narrow strip of bitumen just a few feet away’ Longford, 5 March 1955.

Bibliography and Photo Credits…

John Blanden ‘Historic Racing Cars in Australia’, Wouter Melissen’s Allard article in, MotorMarques article by Philip Stanton, State Library of South Australia, Ray Eldershaw Collection, The Allard Register,, Collingrove Hillclimb website,, Paul Geard Collection, John Hall Collection, Barry Oliver in ‘Tasmanian Motor Sport’

Tailpiece: Tom on the entry to Mountford Corner, Longford 1955- car did 137 mph on ‘The Flying Mile’ that weekend…

(P Geard)


keke stag

Keke Rosberg tips his Williams FW10 Honda into ‘Stag Corner’, so named after the hotel behind him, for the long run down Rundle Road and onto Dequetteville Terrace. Adelaide GP 1985. The Stag Hotel is still there and a much nicer place to eat and drink than then! (unattributed)

‘Rossi Kekberg is on pole!’ our host Ralph announced as we pulled up at what would become our regular annual digs for the Adelaide Grand Prix for the next 10 years…

I was the designated driver for the second half of the long drive from Melbourne, but the rest of my mates were well pissed, so it was a relief to see our host similarly inebriated when we pulled up in leafy Tusmore, Adelaide. Ralph and Jill’s backyard provided our cheap accommodation only 1 km from the Victoria Park road circuit for years. Wonderful people they were and are.

Ralph was no racing enthusiast, he always struggled with the furrin’ drivers names, but his zeal for the race typified the way the average Adelaide citizen felt about the event each year despite the interruptions to normal traffic flows and all the rest. Adelaide is a small town which embraced the race in a way Melburnians en-masse never really have. The ‘Save Albert Park’ mob are still vocal despite the GP having support from both sides of politics.

There had been mumblings about Australia having an F1 GP on and off for decades, the lack of an F1 event was not such an issue in the sixties when we had the Tasman Series which was effectively 4 Grands Prix in 4 States in 4 weeks! And 4 races in New Zealand before the ‘circus’ arrived in Oz.

The ‘Tasman’ was a 2.5 litre formula dominated in the early days by ex-F1 2.5 litre Coventry Climax 4 cylinder FPF engined cars. Later on ‘bored’ 1.5 litre F1 engines were used and at the very end of the category, 2.5 litre versions of current F1 engines were built by Cosworth and BRM, in addition to the bespoke Tasman engines of Repco and Alfa Romeo. Magic it surely was!


Geoff Smedley’s shot captures all that was great about the Tasman Series. Here, at Longford, Tasmania in 1968; Clark from Hill, Amon and Gardner in yellow. Lotus 49 DFW X2, Ferrari 246T obscured and Gardner’s Brabham BT23D Alfa Romeo. This is the preliminary race, the main very wet event was won by Piers Courage in a McLaren M4A Ford FVA F2 car, a famous victory for the young Brit. (Geoff Smedley)

Later Bob Jane perhaps came close to an F1 event, his early 80’s Formula Pacific Grands Prix were intended to be replaced by an F1 event but Calder, love it as I do, is a bit of a ‘shithole’. It lacks any sort of visual appeal from a Teev viewpoint, nor does it represent a challenge to the best drivers in the world. It’s a great club, point and squirt kinda place.

Sandown looked best placed, the circuit was increased to GP length to host a 1984 World Endurance Championship Round but the Light Car Club emasculated a great circuit with the ‘Mickey-Mouse stop go’ additions to the circuits infield to get the track to the requisite length. The financial returns, or lack of them destroyed the oldest racing club in the country as well.


AGP Calder 1984. F1 drivers in F Pacific cars, Ralt RT4/85 Ford’s. Rosberg, 2nd on the inside, Lauda, DNF prang, on the outside. Roberto Moreno won the race in another RT4, his 3rd AGP win. (History of The AGP)

And so, pretty much outta the blue, with the support of the local business community, racer/business man Bill O’Gorman having pitched the idea to the committee set up to celebrate SA’s Sesquicentennial Year in 1986; South Australian Premier, John Bannon did a deal with Sir Bernie The Unbelievable to stage a race on the outskirts of Adelaide’s CBD. Part of the circuit defines the cities Eastern boundary, so ’twas a race in the city centre. Critically from an SA perspective, the Formula One Constructors Association wanted a street race, Calder and Sandown are not street circuits.

Sydney is Australia’s beautiful world city. The place doesn’t have to work hard to attract tourists who are drawn to all of its visual, cultural and sporting splendour, she is the ‘hot sister’ her sibling cities are the ‘fuglies’ in relative terms. They have to work a lot harder to get tourists into their cities.

Melbourne’s approach to combat that, is an event a month strategy, the very same Ron Walker behind the Melbourne GP was one of the founders of ‘Melbourne Major Events’ the body set up decades ago, to identify global events or develop local initiatives to get folks to come here. John Bannon grabbed an event the Victorians wanted and in fact the Victorians ‘stole’ it from the South Aussies some years later.


Derek Warwick Renault RE60, turning into ‘Stag Corner’, with the fruit markets in the background, Adelaide 1985. The building is still there. (unattributed)

Most of us hadn’t seen contemporary F1 cars. I hadn’t done the ‘big European trip’ at that point, the visits of Guy Edwards in a Fittipaldi to Sandown, and the Theodore Team to the ’79 Rothmans Series with an Ensign MN05 and Wolf WR4, all Ford Cosworth powered whetted the appetite, but none were current cars when they visited and by 1985 we were in the middle of the 1.5 Litre Turbo Era.

The sight and sound of those cars around the wide open expanses of Adelaide’s Victoria Park was something to relish. It was, and still is a street circuit but the GP circuit, the V8 Supercars use a truncated version of the track, was fast and flowing with the full gamut of corners, if not gradient changes to provide a ‘technical track’ for drivers to master.

adelaide map

Once we separated ourselves from Ralph, our host, his enthusiasm for ‘Rossi Kekberg’ undiminished, we went to the circuit, being unfamiliar with the city and were simply blown away by Victoria Park, it’s scale, the circuit itself and the standard of organisation. The event won awards from the start to the end of the period in which the races were held there. Little Adelaide had something to prove both within Australia and globally, and delivered in spades.

Typical of AGP’s is a chock-a-block program of events; that year the supports included F Pacific, F Ford, Group A Touring Cars (Gerhard Berger drove a BMW635csi in the taxi races), Historic Cars. The ‘what the FAAAAARK’ moment was provided on that Thursday, when, unannounced an RAAF General Dynamics F18 Hornet fighter did a treetops high, fast pass, with all of us in Victoria Park hitting the deck and realising what it would have been like to ‘kiss your arse’ goodbye if one of these things was flying with aggressive intent…

prost nipping a brake

Alain Prost nips a front brake, his carbon brakes gave him troubles as they did other cars similarly equipped, but a blown turbo wastegate put him out on lap 26. He won his first drivers title in 1985.(Phil Aynsley)

By the time the circus arrived in town Alain Prost had won his first F1 Drivers Title with victories in Brazil, Monaco, Britain, Austria and Italy. He lost a win at Imola when his car was found to be underweight.

The McLaren MP4/2 TAG’s were the class of the field in 1984, they were fast, reliable, handled well and were driven superbly by Niki Lauda, who took the title that year and by Alain Prost who joined the team from Renault. The McLarens took their advantage into 1985 but the year was made technically interesting by Williams first carbon-fibre monocoque and the emergence of Nigel Mansell, signed by Williams that season, as a force particularly in the seasons second half.

rosberg front

Patrick Head’s first carbon-composite Williams, the FW10 Honda a superbly integrated design, the car of the second half of the ’85 season. Honda had also got the power delivery of its potent twin-turbo V6 more progressive than in 1984. Keke Rosberg here. (Phil Aynsley)

Patrick Head, Williams designer was conservative and cost-effective in his approach to such large design changes and was also concerned about the new carbon-composite materials. Head was impressed with the way his aluminium-honeycomb monocoques had withstood big impacts; Jones at Watkins Glen (FW06) in 1978 and Reutemann at Silverstone (FW07) in 1980.

Head determined to control the carbon-composite program inhouse, Williams built 9 carbon-composite FW10 chassis during the season. And gems of cars they were, right out of the box; Rosberg won in Detroit and Adelaide, Mansell at Brands Hatch and Kyalami.

In the early part of the season the cars were powered by ’84 ‘D-spec’ Honda engines but by the time they arrived in Adelaide ‘E-spec’ engines giving a reputed 1000/1250 BHP qualifying capability and a 6 speed, rather than 5 speed Hewland gearbox to harness the power was fitted.

williams fw10

Williams FW10 and its Honda RA163E engine; 80 degree DOHC, 4 valve 1494cc twin IHI turbo V6. Upwards of 800bhp @ 12000rpm depending upon boost. Carbon fibre chassis, lower wishbone and rocker/ coil spring/dampers suspension. Hewland 6 speed gearbox. Brakes in this shot carbon, but cast iron brakes in Adelaide an important factor in the Williams win. 520Kg. (unattributed)

Qualifying was held on a beautiful, hot day, 30000 punters turned up to see Ayrton Senna do an absolute blinder of a lap, you could see and feel the effort being expended by the Brazilian on track and on the plentiful video screens around the circuit, to set pole 7/10 of a second from Mansell, Rosberg, Prost and Alboreto.

So; Lotus, Williams, Williams, McLaren and Ferrari were the top 5. Alan Jones had returned to F1 but was well back in 19th, the Lola Hart not the fastest combination in the field.


Alan Jones ponders his chances on the grid. Strategy was to ‘go for it’ knowing the car probably would not last. It didn’t! He stalled on the grid but recovered to be 7th by lap 18, when the engines timing caused his retirement. Team Chief, ex-McLaren owner Teddy Mayer beside the wing. Lola THL1 Hart. (Phil Aynsley)

We were well pleased with the first 3 days of entertainment, I was suitably jealous of a couple of mates who were part of the show, participants in the Formula Ford race and wishing I was part of history, as all the competitors in that year were. It was surely the most significant motor race in Australia’s Racing History?!

muzza and keke

Muzza and Keke. Murray Walker had the same cult following in this part of the world as elsewhere, deservedly so! He is getting the goss on the grid from Rosberg before the start. (Phil Aynsley)

We plodded into town and found a nice Italian joint to have dinner, as it happened La Trattoria, which is still in King William Street, still owned by the same family and still employs the same waiters, became a restaurant of choice for the drivers, especially the Italians.

We had not even ordered a Spag Marinara when Patrese and De Cesaris arrived with wives/friends, we were blown away to have stumbled on the place by luck; because we were first, and ate there every night, every year a table was kept for us, it was fantastic to live vicariously and get the occasional autograph without intruding too much on the drivers. Adelaide was and is a small place, this was a good example of the access the locals had, their simply were few places to stay, so it wasn’t hard to find the stars of the show.

parade lap

Grid departs on its parade lap. Mansell, Senna, Rosberg by the fence, then Prost and Alboreto. Adelaide Hills in the distance, gum trees, and a full-house. Circa 105000 people on raceday/ (Phil Aynsley)

‘Poverty tickets’ in that first year weren’t a smart purchase, practice crowd numbers meant we had a very early start to bag our viewing positions. Outside the turn 1 chicane, a top spot on lap 1 but also throughout the race with a video screen to follow the event, was our choice after much debate. Being early was key, over 105000 attended on raceday.

Ralph was keen for ‘Rossi’ to win the race, and so it was, Keke won, and after 3 pit stops!

senna grid

Senna awaits the start from pole. Lotus 97T Renault. Blinder of a lap to get pole, but his race performance was a bit erratic. (Phil Aynsley)

Mansell won the start but Senna carved him in half at the third turn, putting Noige outta the race. Rosberg then lead for 41 laps with Senna at a distance until his tyres went off.

turn 1

Lap 1 turn 1 Chicane; Mansell from Senna, Rosberg, Alboreto (Ferrari) Prost, Boutsen (Arrows BMW), Surer (Brabham BMW) on his outside and Warwick (Renault). Senna gave Mansell a tap which took him out of the race into the right hander at Wakefield Road. (unattributed)

Senna moved back towards Keke, having given his tyres a rest and regained some grip, he then made a mistake clipping a chicane on the entrance to Brabham Straight, giving Rosberg some breathing space. But crazily, Senna had another moment and boofed Rosbergs Williams up the chuff as Keke went into the pits for a scheduled tyre change. Senna had to pit for both tyres and a new nose cone.


Niki Lauda in the cockpit of his McLaren MP4/2B TAG during practice. We saw him twice in Oz, in ’85 he was a real chance but like so many others his carbon brakes were not up to the rigours of a hot race which went for the maximum possible time allowed for a GP of 2 hours, twas said the race was about 12 laps too long. In 1984 he raced a Ralt RT4 Ford F Pacific car in the last non-F1 AGP at Calder Park. Niki retired at the end of the ’85 Adelaide race. (Phil Aynsley)

Rosberg was in the lead but Niki Lauda, in his last GP was looking a possibility in 2nd. At this point the heat of the day was telling for those with carbon-brakes, which were failing, those with steel brakes faring much better.

Keke’s tyres had gone off, he lean’t on them too soon so pitted again, then a wheel nut jammed so he entered the track 45 seconds behind Senna and Lauda.

rosberg tyres

Rosberg frying the Goodyears of his Williams on the hot day, you can clearly see the graining. (Phil Aynsley)

Senna fried his tyres giving the lead to Lauda, a career ending win a possibility, but his carbon brakes failed and he was into a wall. Rosberg, with cast iron brakes was looking good, Senna with carbon not so much, but then a piston failed in his Honda engine so Ayrton was out.

keke and senna

Rosberg from Senna during their long and interesting battle. Ayrton DNF with piston failure brought an end to it, but the Brazilian’s carbon brakes would not have lasted the distance in any event. Shot captures the essence of the track, the view from this point, in the Victoria Park section of the circuit, on Pit Straight  is pretty much the same 30 years later. (unattributed)

Rosberg had the race won with 21 laps to go, last lap entertainment was provided by the Ligiers (Ligier JS25 Renault) with Jacques Laffitte and Phillipe Steiff managing to run into one another, the unfortunate Streiff misunderstanding a Laffitte waving arms gesture which meant ‘don’t pass’ rather than ‘do pass’ as Phillippe interpreted!

Ivan Capelli, Tyrrell 014 Renault Stefan Johannsson Ferrari 156 and Gerhard Berger Arrows A8 BMW rounded out the top 6.

east terrace

The cars blast down Wakefield Road heading into town and into the East Terrace section of the track. Proximity of Adelaide CBD and treed nature of the Victoria Park section of the track clear. A Renault chasing a Tyrrell. (Phil Aynsley)

What a memorable race and event it was; the last for Lauda, Renault as a team for a while, Alfa Romeo as a team and the first of many Grands Prix for Australia…and yes Ralph did master ‘Rossi’s’ correct name but it took him another year to do so…


Victory ceremony L>R Laffitte, Frank Williams with his hands on the cup, Rosberg, Streiff and in the suit John Bannon, SA’s Premier who brought the event to Australia. Williams was shortly to suffer the accident which made him wheelchair bound only several months later. Mitsubishi a welcome global and local sponsor. At the time, its now long since closed, Mitsubishi manufactured cars at Tonsley Park, a southern outer Adelaide suburb. (unattributed)


warwick and senna

Derek Warwick, Renault RE60 and Senna Lotus 97T Renault, a bit cocked up, coping with tyres fried by heat and the pressure he is applying to them. End of Brabham Straight perhaps. (Phil Aynsley)


Unusual Adelaide GP circuit angle and shot. Keke’s Williams Fw10 has gone through the fast left/right ‘Banana Bend’ kink, he is on the outside of the circuit, The Adelaide Fruit Markets to his left, by the look of it he is under brakes and plucking 2nd gear for the left hander at ‘Stag Corner’, to head east out of town along Rundle Road. The fruit market buildings are still there, but are now retail and residential space. (unattributed)

alboreto and patrese

Michele Alboreto Ferrari 156, DNF transmission, ahead of Riccardo Patrese, Alfa Romeo 185T, DNF exhaust. (Phil Aynsley)

noige hairpin

Red 5, Noige at the hairpin onto Pit Straight. Mansell a popular figure in Oz, Senna drove a nutty race, twould have been very interesting to see what Mansell would have done without Senna’s assault on him. Two wins in the previous 2 races, the ‘form combination’ coming into Adelaide. Williams Fw10 Honda. (Phil Aynsley)


‘Autocourse 50 Years of The World Championship’ Alan Henry, ‘History of The Australian Grand Prix’ Graham Howard

Photo Credits…

Phil Aynsley, Geoff Smedley, ‘History of The AGP’ Graham Howard


12 th rob roy 1947

Its a very English car but not so the background, the year is 1947, driver a winner of the Australian Grand Prix…

Many thanks to contributor Stephen Dalton for correctly identifying the car and driver as Lex Davison and Bentley 4.5 litre s/c as the car, a big conveyance for that hill despite its open, fast flowing nature!

Lex entered the Bentley in the 12th Rob Roy Hillclimb in 1947. This picturesque venue, in the outer east of Melbourne in the Christmas Hills is still in use by the MG Car Club.

The stretch of main road which goes past Rob Roy’s location off Clintons Road a regular stretch for ‘early morning runs’ by car and bike enthusiasts heading into the Yarra Valley where drivers roads, wineries and fine food are plentiful.

davison 4.5 bentley 12th rob roy